THE HOMEBUILDER'S

Corn
by PAUL H. POBEREZNY

(Photo by Lee Fray)

w, ITH THE COMING of spring . . . can the challenges of Oshkosh be far behind? I'm sure that
with the onset of warmer weather you share with me the desire to get outside again, do some flying
and prepare for our annual convention. This month, however, I would like to discuss some matters that
hit closer to home for us at EAA Headquarters for me, my staff and your EAA Board of Directors.
The last few months have been most interesting and challenging for me as president of EAA . . .
quite a contrast to the early days of the organization. I have long recognized that when EAA grew
to a level of national importance in the aviation world, our critics would suddenly multiply in number.
It seems to be the nature of things that while one or an organization is struggling to succeed,
folks are kind and show a willingness to be helpful. But when it appears some success is being achieved,
a few of the very people who helped you get there start looking upon you as a "fat cat", as "too big."
Those of you who have experienced similar irony in your professions, know the truth . . . the bigger
the organization, the bigger the problems.
As many of you know, we have spent the past twenty-three years dedicated to the cause of designing,
building and flying for fun. The aims and goals of the organization, as far as I am concerned, are the
same as when we started in January of 1953. My own thoughts relative to the needs of the movement
have not changed since the days of working in my garage building up a clipped wing Taylorcraft. That
was 1948. I feel I have learned a great deal from the members of the Experimental Aircraft Asso-
ciation and the many people in government and industry with whom I have had the privilege of
working. The guidance of the EAA Board of Directors and the EAA Air Museum Foundations Board
of Trustees has been immeasurable.
With the growth of our organization, we have attracted aviation enthusiasts of widely diverse
interests. Each has a different view of aviation and what it means to him. Each, consequently, has a
different opinion as to what EAA should do for him. Trying to respond to such diversity, to be all
things to all people, is a challenge, to say the least.
I would like to share with the members some of the requests, the advice and criticism we receive
at Headquarters. It is my intention to present this material simply to show the many directions in
which we are constantly pulled, and not to make light of or be critical of anyone.
1. We receive a great deal of mail from EAA members asking what we are doing about such things
as user's fees, ELTs, control towers and air space restrictions. These letters are numerous and require
a great deal of time and research on the part of our very small staff. We, nevertheless, attempt to
answer each and every request.
2. Many letters are received relative to our annual Convention ranging from requesting special
authorization to have private automobiles on the flight line to free admittance for various individuals
and/or groups, as well as pilots, aircraft owners.
3. Many comments are received relative to the campsite at Oshkosh, pertaining to fees, the
establishment of electrical outlets, the need for more showers, better lighting, evening programs for
teenagers, elimination of cats and dogs or, from others, special facilities for pets the need for
more shade trees, building of such things as a hospital, and other such conveniences.
4. Criticism of the EAA Air Museum Foundation for making drawings available of the EAA Bi-
plane, the Acro Sport and the Pober Pixie in competition with other designers in the country. They feel
(Continued on Page 84)
 SPORT AVIATION
Official Publication of the Experimental Aircraft Association International Inc.
An International Non-Profit Organization Dedicated to Aviation Education SPORT AVIATION ASSOCIATION
INCORPORATED
MAY 1975 VOL. 24 NO. 5
Copyright " 1975 by the Experimental Aircraft Assn.. Inc. All rights reserved.

TABLE OF CONTENTS
Homebuilder's Corner . . . by Paul Poberezny .......................... 2
Letters To The Editor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Hot Line From Headquarters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Project Crossroads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
The First Plans Built Scale SE-5A Flies . . . by Jack Mickey . . . . . . . . . . . . . . 12
The Impossible Dream . . . by Bill Adams ............................... 15 Page 37
Gyroplane Performance Calculations and Trends . . .
. . . by Martin Hollmann . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Book Reviews . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Non-Pilots of EAA . . . Especially for You! . . . by Jayne A. Schiek ........ 25
What Our Members Are Building . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Air Racing Workshop . . . by Don Berliner .............................. 28
Push-Pull Tube Uniball Supports . . . by Richard and David Thuss ....... 29
Exhaust Systems . . . by James M. Hill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
The Ultimate Monocoupe . . . by Jack Cox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Page 43
Plastics For Aircraft Homebuilding . . . by Val Wright.................... 40
Wag-Aero Cuby . . . The Rebirth of a Legend . . . by Jack Cox ........... 41
The Saga of Sopwith Pup N5182 . . . by K. C. D. St. Cyr/en, M.B.E. ....... 48
The Designee Corner . . . by Antoni Bingelis ............................ 60
Which "AN" Bolt Dash Number? . . . by Luther P. Sunderland ........... 63
Calendar of Events . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
Museum - Headquarters Financial Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Washington Report . . . by David Scott . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Page 48

Paul H. Poberezny Jack Cox

ON THE COVER . . . John McCulloch s "Little
Publisher Editor-in-Chief Butch."
(Photo by Beverly Hyde)
Ray Scholler Bonnie Soucy Bernice Scholler
Assistant Editor Advertising Manager Publication Layout

EAA AVIATION MUSEUM

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

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

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

EAA AVIATION MUSEUM FOUNDATION, INC.

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

SPORT AVIATION is owned exclusively by the Experimental Aircraft Assn , tnc and is published monthly at Hales Corners Wis Second C'ass Postage
paid at Random Lake. Wis 53075 and at Hales Corners. Wis 53130 Membership rates are $15.00 ($2000 alter February 1. 1975) per 12 month period
of which $10 00 is for the subscription to SPORT AVIATION Membership is open to all who are interested in aviation FOREIGN AND APO ADDRESSES
Please allow at least two months for delivery of SPORT AVIATION to Foreign and APO addresses via surface mail EAA STATEMENT OF POLICY
The Experimental Aircraft Association. Inc. cannot assume responsibility for the accuracy of the material presented by the authors opinions and ideas
The individual reader must evaluate this material for himself and use it as he sees fit Every effort is made to present material of wide interest that will
be of help to the majority. ADVERTISING EAA does not guarantee or endorse any product offered through our advertising We invite constructive
criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measure can be taken.

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

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

DIRECTORS

HARRY ZEISLOFT ROBERT J. GYLLENSWAN GUSTAVE A. LIMBACH S. J WITTMAN

2069 CRESTLINE DRIVE 1606 RONCEVALLES 2 EAST PLEASANT LAKE RD. BOX 2672
BURTON, MICH. 48509 ROCKFORD. ILL. 61107 ST. PAUL. MINN 55110 OSHKOSH. WIS. 54901
RONALD G. SCOTT R. M PURYEAR VAN WHITE
1005 COPENHILL DR. 291 MARTIN RD. BOX 5255
WAUKESHA. WIS 53186 SANTA CRUZ. CALIF 95060 LUBBOCK. TEX. 79417

EAA WASHINGTON REPRESENTATIVE EAA OF CANADA PRESIDENT

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

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

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

EAA, BOX 229, HALES CORNERS, WISCONSIN 53130

EAA AVIATION MUSEUM FOUNDATION, INC.

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

JAMES BARTON. 262 CAYUGA AVE.. ELMHURST, ILL. 60126
EVANDER M. BRITT, BOX 458. LUMBERTON. N C 28358
ROBERT H. FERGUS. 3060 OAKRIDGE RD., COLUMBUS. OHIO 43221
JIM C. GORMAN. 1885 MILLSBORO ROAD. MANSFIELD, OHIO 44906
E. E. HILBERT. 8102 LEECH RD., UNION, ILL. 60180
MORTON LESTER. P. 0. BOX 3747. MARTINSVILLE. VA 24112
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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, ' K E L L Y ' VIETS, RR 1. BOX 151. STILWELL. KS. 66085
GAR W. WILLIAMS. JR., 9 S 135 AERO DR., RT. 1, NAPERVILLE. ILL. 60540
HARRY ZEISLOFT, 2069 CRESTLINE DR., BURTON, MICH. 48509

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

I N T[ * N * T I 0 NAL INTERNATIONAL WARBIRDS ANTIQUE

A E R O B A T I C CLUI
AEROBATIC AND
CLUB, INC. AMERICA, INC. CLASSIC
DIVISION
*'*n^
PRESIDENT PRESIDENT PRESIDENT
VERNE JOBST DON PLUMB E. E. HILBERT
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McHENRY, ILL. 60050 WINDSOR. ONT., CANADA UNION. ILL. 60180

VICE-PRESIDENT VICE-PRESIDENT VICE-PRESIDENT

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

SECRETARY SECRETARY SECRETARY

SHARI JOBST LEN TANNER RICHARD WAGNER
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TREASURER TREASURER TREASURER

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

4 MAY 1975

Letters To The Editor
Dear Paul, Jack and associates:
I noticed an item in the "Western Flyer",
2nd issue. Feb 1975, datehned Hales Corners
and titled Tailwind in EAA Museum now. It
goes on to say that the Tailwind original
prototype N5747N which was designed 22 years
ago was the first airplane certified under
Federal Government Regulations for Amateur
Builts to carry passengers
Now, I hesitate to steal Steve Wittman's
thunder, but as Charlie Chan would have said.
'Correction, please." For your information. I
built a Pietenpol Air Camper with a French
Salmson engine before the War and I had the
very last Oregon State Aircraft License, number
23 on it in 1941
In either Sept or Oct. 1946. I am not sure
which, the CAA made a rules change providing
for Experimental Certification of Amateur
Built aircraft for private flying provided they
passed a satisfactory visual inspection by a
CAA maintenance inspector
On April 24, 1947 Inspector Charlie Sleeves
of the Portland GADO inspected and "licensed"
my Air Camper and informed me at the time
that it was the first one in the U.S to be so
certified. On about the first of Sept 1947, I
again met Charlie at the airport and after
another inspection and look at the log books,
he issued another airworthiness certificate
which permitted carrying a passenger (not for
hire) The first license was good for only six
months At the time of relicensmg I had over
10 hours on it and that was all that was re-
quired then
I did carry passengers in it during 1947 and
again in 1949 At the time of original licensing
I lived at Salem; the fall of 1947 I moved to
Springfield At the time Inspector Harold Lane
relicensed it in November 1948. the license
was then good for one year
It was last flown in October 1949 I then
disassembled it and took it home and later, due
to a legal piece of business, lost the parts The
last I heard the engine was in Florida There is
a picture of my puddle jumper on page 23 of
the EAA reprint of the 1932 Modern Mechanic's
Flying Manual This picture was taken during
May of 1949 on the old Springfield Airport.
If information I received from several sources
years ago is correct, there were 4 of us who
flew home made airplanes with Federal Licenses
in 1947 I was the first. George Bogardus of
Troutdale. Oregon was second, and inciden-
tally, it was entirely due to George's efforts
that CAA was persuaded to make the historical
rules change which started all this. Arthur
Becker of Brockton. New York was the third
and Ernie Fillinger of Lancaster. California,
fourth Becker and Fillinger are both deceased
Bogardus's airplane is a wire braced low
wing, single place with 65 Cont. Becker's was
a 40 Cont. parasol and Fillinger's was a Prest
Baby Pursuit, parasol, with a 3 cyl Lawrence
I still hope that sometime I will make it to
the Convention
Sincerely.
Russ Stewart EAA 2924
370 S 42nd St.
Springfield, Ore 97477
Dear Paul:
Thank you for your personal letter regarding
"Project Crossroads With your leadership. I
feel confident that my donation will be wisely
and efficiently used on my favonte air museum
the EAA Museum
It may also interest you to know that I have
willed everything in my estate that has to do
with aviation to the EAA Air Museum Founda-
tion
It was a privilege to be able to participate
in such a fine program.
Sincerely,
Bill Stern
9490 S.W 1116 St.
Miami. Fla. 33176
Dear Paul:
It was with great interest I read Mr Paul
Walton's letter in the February 1975 issue of
SPORT AVIATION
It is certainly too bad he feels the magazine
is his only benefit from the EAA Apparently he
is not covering the magazine completely as I
can recall the accidents claiming three lives
being explained quite well in SPORT AVIATION
As one who received his license in October
1946 and spent 1948 to 1964 in midget race
cars. I can attest to the fact that cars are no
more fun I logged more hospital time than
flying time during those 18 years and regret
I didn't discover EAA until 1965.
Mr Walton has forgotten the EAA is a non-
profit organization and certainly costs have
tripled in the last 20 years Lacquer thinner
has gone from $52.75 for a 55 gal. drum in
June of 1973 to the current rate of $132 00 for
a 55 gal. drum, and in just 1Vz years And
how about food!!
Incidentally my painter, who is not a member,
applied a little EAA knowhow to a problem he
had in his home recently. He had some leaks
in his shower onto the bathroom floor He ob-
tained 2 estimates for $60000 and $300.00
and upon my urging, fixed it himself for a
cost of $8 00. I guess some trades are money
hungry
I notice Mr Walton didn't buy "Flying" maga-
zine until their recent offer, limited, of $499
for a year's subscription. It is certainly too bad
he feels another $041.6666 cents a month
is too much for an EAA member If ever a
person has missed the message and intent of
the EAA he certainly has 'Nuff said
My best to all of you
Gray Harmon (EAA 23305 Lifetime)
14944 San Ardo Dr
La Mirada. Calif. 90638
Dear Paul:
Thank you for asking this department to
participate in your Aerobatic/Air Race Con-
serence on January 28 and 29 I found it very
interesting and educational.
Again I want to compliment you on the
museum which is absolutely spotless.
Keep up the good work!
Sincerely yours.
George Holey
Deputy Commissioner
State of Minnesota
Department of Aeronautics
St Paul. Minn 55107
Dear Paul:
Enclosed is my donation towards "Project
Crossroads." If your financial goal is not met
please feel free to solicit an additional donation
from myself I would be more than happy to
donate again if the need so desires.
Being temporarily assigned to Saudi Arabia
inhibits my abilities to actively work with
EAA, however. Sport Aviation. Sport Aerobatics
and Trade-A-Plane are all great substitutes.
Wishing yourself and EAA all the best.
Sincerely yours
Stan Price. Capt USAF
PSO Box 42
APO New York 09616
Dear Mr. Poberezny:
It was a privilege for me to attend the recent
coordinating program between flying personnel
and the Federal Aviation Administration
representatives It is gratifying to feel that
general aviation does have the opportunity to
have a voice in formulating future FARS
Certainly the EAA is fulfilling a great need in
sponsoring this report, not only with the sole
interest of EAA members alone, but for all
areas of general aviation to be heard It has
long been my contention that those claiming
to represent general aviation have only given
their opinion of what general aviation is think-
ing and what will supply his needs without
actually giving him/her the opportunity to
speak out as individuals. Keep up the good
work!
Based on the discussions I heard, one area
that we m the Illinois Division of Aeronautics
may be able to help would be to help the air
show sponsors by giving guidelines to all
operators and airport managers in Illinois
regarding the developing of an air show pro-
gram and the process of the contacts necessary
for that program If you have any such course
of action, or if a copy is available through the
IAC. would you please forward a copy to me
with the privilege of using it for that type of
informational service. I will see that it is
placed in the hands of those persons who
would most likely be sponsoring aviation
activities
Sincerely,
Burrill E Coppernoll
Flight Safety Coordinator
Illinois Department of
Transportation
Springfield. III. 62705
Dear Mr Poberezny:
I found the January edition of SPORT AVIA-
TION to be nostalgic for several reasons The
first was. of course, the very beautiful home-
built on the cover Next was the Gee Bee
photograph on page 29
The fence in the background is where I
spent many hours watching activity at this,
the Springfield Airport
When I was very young my grandfather used
to drive me there on Saturday or Sunday to
watch the pilots taking people for rides in the
Wacos and later Piper Cubs
As I grew older I would bicycle there and
visit Airman Tech School to observe rebuilding
of airplanes.
I never saw the Gee Bee's as I was only 1
year old then but that fence at that airport is
where it all began for me
I remember two beautiful airplanes on dis-
play at the Eastern States Exposition in West
Springfield. Mass in the late thirties. They
were the MAC-1 and MAC-2. I believe they
were racing planes constructed in Springfield
also
The last time I was in Springfield in 1973
the name Granville Brothers was still legible
on the old hangar
The rest of the airport is now a shopping
center and only those fond memories remain.
Sincerely,
Ray B Smith EAA 91112
1265 So Maple 305
Ann Arbor. Mich, 48103
Dear Paul:
In the March issue of SPORT AVIATION you
published a letter from a fellow in South Africa
who was seeking Luscombe parts. I have
answered that letter and given him three pos-
sible sources for the parts I also volunteered
any other help that might be needed on this
end.
I am the "Parts File" of the Luscombe Asso-
ciation. I try to maintain a file on used parts
owned by individuals which are for sale Any
one in need of parts can write me for a quick
reply usually quick anyway and know if
we have any of the needed parts on file.
The Luscombe Association has no real func-
tion except that we do have a fly-in each year
in June at Blakesburg. Iowa. June 21 and 22
this year. We usually have a weekend of very
poor and wet weather We are hoping to have
better luck this year. In any case the people
at Antique Airfield could not treat us better
than they do and we always have a good time
there If you care to attend please feel free
to do so. We usually get about 25 Luscombes
in attendance even with the bad weather
Also feel free to give out my name and
address in answer to any inquiries about Lus-
combe parts or other information We also
publish a newsletter a couple times a year
on no regular schedule and we have a $3.00
year membership fee which we try to collect.
Thank you. Richard Lawrence
1787 Russell
Lincoln Park. Mich. 48146
SPORT AVIATION 5
 BACK COVER PAINTING FOR MAY
This month's back cover painting is by artist Ralph B.
Steele (EAA 66037), 5514 Spring Park Drive, Evansville,
Indiana 47711. A number tf his beautiful works grace
the walls of the EAA Air Museum, including the Waco
UPF-7 featured here. The original is a 32" x 24" painting
done in acrylics.
Ralph sets the scene for his painting thusly: "It's late
winter, the Waco has reposed alone and inert in its han-
gar since the first cold weekends last fall. Rolled from
the dark winter den into the late winter sun, its pilot
couldn't refuse a local hop even in the chill of a waning
winter's day. The rolling hills of Southern Indiana echo
to the staccato bark of the Continental as the graceful
UPF-7 pulls into circling flight over a landmark of another
bygone era. Snow is still on the land, but the sight and
sound of an open cockpit biplane moving across the
cold blue sky is an early harbinger that the long winter
is ending and summer flying is soon to follow.
The beauty and functionalism of the biplane is
captured here in one of the fine examples from the golden
age of general aviation, the Waco UPF-7. The symmetry
of the uplifted wing and curve of meandering stream
counter-point each element to communicate the slow,
easy flight of the graceful Waco."
"GREATS OF AVIATION DAY" AT OSHKOSH '75
Something new will be added as a part of the program
for this year's EAA Fly-In Convention in Oshkosh, Wis-
consin a "Greats of Aviation Day." It will be held on
Thursday, July 31, with approximately 40 of the people
who contributed to the development of aviation in the
days prior to World War II in attendance.
The complete list of attendees has not been firmed up
as of this writing but will include famous pilots, designers,
mechanics, publishers, and others who helped to make
aviation great in its adolescent years. We will publish
a complete list of the attendees in an upcoming issue of
SPORT AVIATION.
As a part of the program, a forum will be held in
Forums Pavilion 1 from 12:30 to 2:15 that day in addition
to a special evening program that night devoted to these
famous individuals.
It's something you sure won't want to miss and will
make Oshkosh '75 the greatest ever!
CANADIAN EAA CONVENTION
The annual EAA of Canada Sport Aviation Convention
will be held at Orillia, Ontario on Saturday and Sunday,
July 18 and 19, 1975. For further details contact EAAC
Headquarters, 16 Acre Heights Cr., Scarborough, Ontario,
Canada M1H 2N9.
6 MAY 1975
MUSEUM VOLUNTEERS
Bob Ladd of the EAA Air Museum staff is in charge
of the volunteer work program that has been so instru-
mental in preparing museum displays in past years.
During March just over 100 hours of volunteer work was
accomplished by Dave Nelson of Racine, Wisconsin; Bob
Ladd, Milwaukee; Cliff Gould, Milwaukee; Bob Smith,
Franklin, Wisconsin; Jim Stulac, Racine, Wisconsin;
Dario Brisighella, Oak Creek, Wisconsin; Chuck Scheff-
ner, New Berlin, Wisconsin; Ken Lane of Elm Grove,
Wisconsin and Tom Ruplin of Milwaukee. This volunteer
program is a two-way street - the volunteer has the oppor-
tunity to learn, free of charge, aircraft construction skills
under the one-to-one tutelage of experienced museum
personnel, and the museum benefits from their efforts.
Far more work is turned out each month than could ever
be accomplished by the museum's small full-time staff.
Anyone wishing to participate in the program should
contact: Bob Ladd, EAA Air Museum, telephone 414-
425-4860.
JOINT EAA-AIAA EXPERIMENTAL
AIRCRAFT SYMPOSIUM
The State of Washington Chapters of the Experimental
Aircraft Association, Inc. and the Pacific Northwest
Section of the American Institute of Aeronautics and
Astronautics are sponsoring an experimental aircraft
symposium in Seattle, Washington June 28. The sym-
posium will bring aircraft designers and builders
together to exchange ideas, experience, and technology.
Twenty papers will be presented in parallel and joint
sessions. Subjects will vary from high technology air
foil sections, to new homebuilt aircraft, to innovative
new design concepts and to restoration of antique air-
craft. Such well known experimental aircraft personalities
as Jim Bede, Pete Bowers, Burt Rutan and Molt Taylor
will present papers in person or be represented. In addi-
tion to technical paper presentations, a concurrent series
of flight films will be shown and a static display of
experimental aircraft will be tied down adjacent to the
auditorium on Boeing Field.
Pre-registration is requested to assist in symposium
planning. Pre-registration information and further
symposium details can be obtained by requesting a
symposium brochure. Write to "Symposium", 120 Mt.
Olympus Drive, S.W., Issaquah, Washington 98027. Pre-
registration is three dollars. An additional nine dollars
at registration bring all symposium privileges, including
lunch and a copy of the proceedings. If pre-registration
is not accomplished, the total symposium fee is fifteen
dollars.
Proceedings income will be donated to the EAA Air
Museum Foundation and the Pacific Northwest Aviation
Historical Foundation.
 BUTTERFIELD RESIGNATION
As widely predicted, Alexander Butterfield resigned
as FAA Administrator on March 31, 1975. Although he
reluctantly but indelibly carved his niche in history as
the man who revealed the existence of the Nixon tapes,
Alexander Butterfield was also, from the EAA standpoint,
a good Administrator. During his short tenure with FAA,
he led delegations to the 1973 and 1974 EAA Conven-
tions at Oshkosh and came to Hales Corners on several
occasions to participate in Listening Sessions and sport
aviation related conferences. Further, he made it a top
level policy to invite EAA participation in FAA meetings
and conferences in Washington and other points across
the nation on an equal basis with other users of the
country's airspace. He made himself totally acessible to
the EAA leadership at any time a problem arose that
needed immediate top level attention.
All this . . . despite the fact that by his own admission,
Mr. Butterfield knew virtually nothing of sport/general
aviation when he assumed office. In retrospect, it is
difficult to imagine an administrator making a more
determined effort to understand the problems of those
diverse factions of the aviation world he tried to serve.
Everyone in aviation and, we suspect, the majority of
the general public realize that Alex Butterfield has re-
signed his post due to the exigencies of the political
situation that have existed in Washington for the past
few years . . . and the nation is worse off for it.
EAA Headquarters will, of course, attempt to estab-
lish the same level of cooperation with whomever is
named as the new Adminstrator. Meanwhile, we wish
Alexander Butterfield the very best in his future endeavors.
NEW ASSISTANT ADMINISTRATOR
Allan Landolt was sworn in as Assistant Administrator
for General Aviation on Wednesday, March 26. This is
a popular appointment as Mr. Landolt has wide support in
the general aviation community. He comes to Washington
from the Illinois Department of Aeronautics of which
he was the Director.
ATLANTA TCA EXPANSION
The FAA has adopted new boundaries for the Terminal
Control Area at Atlanta. These changes are important
because they very well may forecast future modifications
of all other TCAs. The Atlanta TCA has had another
circular layer of airspace added to the top of the existing
"wedding cake." It comprises a circular section 35 miles
in radius and extends upward from 8,000 to 12,500 ft.
MSL. This new circular section, known as Area E, sits
on top of the old TCA which had a radius of 20 miles
and extended up to 8,000 ft. The new configuration
will be tested for a year and if proven successful, no doubt
will be adopted for all other TCA's to give positive control
for all jets operating from the surface of major terminals
to cruising altitudes.
INTERMODULATION PRODUCTS
The Federal Communication Commission has a notice
in the Federal Register this week calling attention to
interference in air/ground VHF communications caused
by intermodulation products. These are spurious signals
picked up by VHF receivers that can be caused by two
powerful FM and/or AM stations that create intermodula-
tion products in certain geographical areas, radiating
signals produced by two dissimilar metals touching each
other and design characteristics of certain solid state
aircraft receivers.
The FCC recommends that purchasers of airborne
receivers make sure that the set has been designed in
accordance with Radio Technical Commission for Aero-
nautics' paper DO-157 which contains recommendations
concerning receiver rejection of unwanted signals.
NEW CHART PRICES
The Government Printing Office and the National
Ocean Survey have just announced that Sectional charts
and WACs will be increased in price from the present
$1.15 to $1.85. TCAs go from $1.00 to $1.85 and the
Wall Planning Chart goes from $2.30 to $4.00. Looks
like the government is trying its best to get out of the
business, eh?
CAMPER RENTALS
The Appleton Area Chamber of Commerce has pro-
vided EAA Headquarters with a list of addresses of firms
in the Oshkosh/Appleton/Neenah area from which EAA
Convention goers can rent campers during Oshkosh '75.
They are: A to Z Rental Center, 301 Main St., Neenah,
Wis. 54956, 414/722-6141. Pete's Camping Center, 810
Ducharme St., Kaukauna, Wis. 54130, 414/766-3123.
Quinnette's In Morrison, Rt. 2, Greenleaf, Wis. 54126,
414/864-2412. Rolling Wheels, Inc., 2340 North Lake St.,
Neenah, Wis. 54956 (Motor Homes Only), 414/739-4339.
SWEEPSTAKES PRIZE ADDITION
Tom Poberezny, EAA Executive Vice President, has
been informed by the Pennzoil Company that five cases
of oil are being donated to add to the prizes to be awarded
in the EAA Air Museum Sweepstakes (see March SPORT
AVIATION for Sweepstakes details).
CLASSIC PRE-REGISTRATION
As in past years, notice is hereby given of the need
for pre-registration of Classic aircraft in order to park
in the Antique-Classic display area. EAA defines Classic
aircraft as factory-built aircraft of any nation constructed
not less than 20 and not more than 30 years ago. Pre-
registration is necessary due to the large number of
aircraft in this age category.
To pre-register your Classic, write Gar W. Williams,
Jr., 9 S. 135 Aero Dr., Rt. 1, Naperville, 111. 60540,
giving him your complete mailing address, airplane type
and N-number. Include a stamped, self-addressed enve-
lope with your request. Due to the limited space available,
owners of "show" quality aircraft ONLY are requested
to pre-register for Classic parking.
Owners of Antique and Classic aircraft are advised
that a new EAA campground is being constructed just
west of the Antique-Classic parking area at Oshkosh
just across the street, in fact and a new access road
and gate connecting the two areas will be provided.
Therefore, no camping will be allowed in the aircraft
p a r k i n g / d i s p l a y areas. Owners have the option of
camping across the street in the new campground or
parking their aircraft in the aircraft camping area on
the north side of the field. Valid criticism from show
aircraft owners has prompted this move cited are
instances of campfires under airplane wings, use of gaso-
line lanterns, etc, that could result in the loss of
valuable aircraft and, possibly, lives.
NEW FAA CONTROL TOWER
The latest control tower to be commissioned by FAA
is located at Lebanon, New Hampshire . . . population
9,725.
SPORT AVIATION 7
 AVIEN AVGAS GUIDE
A series of pocketsize booklets is now available listing
almost all U.S. airports (alphabetically, by states) with
the availability and price of 80 and 100 octane aviation
gasoline. A notation is also made to indicate if a
restaurant is located on the airport and restaurants
located within 14 mile, or if a courtesy car is available.
Called Avien's Avgas Guide, the booklets are printed in
three editions, Central, Eastern and Western. Each is
published four times a year. Subscription rates are $10.00
per year for one edition, $15.00 for two editions and
$20.00 for all three. Write Avien Co., P.O. Box 12088,
Wichita, Kansas 67212.
THE WASHINGTON SCENE
Hearings are being held in Washington on the re-
newal of the Airport Development Aid Program (ADAP)
which expires June 30, 1975. The Ford Administration
initially made it known that it would propose to Congress
the renewal of ADAP with certain additions such as $5
and $10 "departure fees" at airports with FAA towers
and offering radar service, plus the use of trust fund
monies for day to day operation of the FAA. This created
an instant furor, however, causing the Administration
to back off somewhat, dropping the "departure" fees in
favor of raising the present 7c per gallon federal aviation
gasoline tax to 15c.
In early April the House Public Works and Transpor-
tation Committee Subcommittee on Aviation held hearings
on ADAP renewal. David Scott testifed in behalf of EAA,
pointing out that present and proposed new taxes are
inequitable because they make "no distinction . . . between
aircraft that are used for recreational purposes and that
do not use the (airway) system from aircraft that are
used for business and commercial purposes and therefore
generate income for their owners and operators."
David will also testify before the Senate Committee
on Commerce when ADAP is up for discussion there. He
was most cordially received by the House Committee
members and was asked a number of questions that
showed interest in and knowledge of EAA and sport
aviation activities. One of the questions concerned
contributions to aviation made by the hombuilding
movement. David cited the Wittman landing gears, the
conversion of automobile engines for aircraft use and
Burt Rutan's work in developing a stall/spin-proof
airplane.
Action on ADAP is expected before the June 30
deadline.
On another front, Representative Al U l l m a n of
Oregon, Chairman of the House Ways and Means Com-
mittee, has introduced a bill entitled the "Energy
Conservation and Conversion Act of 1975 (H.R. 5005)."
This is a far-ranging energy conservation plan for the
nation that, among other things, would attempt to restrict
the use of gasoline by all non-commercial users in
automobiles, boats, snowmobiles and airplanes. Any
other use of gasoline obtained at a gasoline station (for
motorcycles, lawn mowers, garden tractors, chain saws,
etc.) would come under the rules imposed on "auto-
motive" fuel use.
U l l m a n proposes an energy tax according to the
following schedule:
From 1-1-76 through 3-31-77 7c per gallon
From 4-1-77 through 3-31-78 15c per gallon
From 4-1-78 through 3-31-79 22c per gallon
From 4-1-79 through 3-31-80 30c per gallon
After 3-31-80 37c per gallon
Further, a 20^ tax on new general aviation aircraft
and accessories is included in the bill.
EAA Headquarters believes that this bill, while a well-
meant attempt to conserve our nation's energy resources,
8 MAY 1975
is a classic example of governmental meddling in the
economy creating more problems than it solves. By
singling out boating, snowmobiling and non-commercial
flying for ruinous taxation, H.R. 5005 runs completely
counter to one of the most significant trends in today's
economy . . . the rising importance of recreation as an
industry.
It comes as a shock to most Americans to learn that,
according to U.S. Interior Department figures, in 1974
we spent more money on recreation than on national
defense expenditures . . . $105 billion, in fact. This is
more than the total income of the nation's farmers or
the profits of the nation's corporations.
It surprises citizens to learn that some 4 million U.S.
jobs are now recreation based . . . that's an estimated
1 in every 20 jobs. And the trend is growing. About 40
million Americans receive three week vacations and the
four day work week is proliferating. There's nothing
unexpected in all this, however. Economists and political
scientists have been predicting for decades that the
U.S. would eventually move to an economy based more
on service industries and less on arms production and
heavy industry. In simple terms, what we are seeing, in
part, is a flooding of the work force by persons employed
in the space-related industry in its glory days in the 60s
and a winding down of the nation's war machinery as
a result of our pull out in Indo-China. Where will these
people work? Certainly not in the auto plants or the
homebuilding trades. Most will have to be absorbed into
new and growing industries . . . such as recreation.
It becomes painfully obvious that Representative Ull-
man's bill would be a devastating blow to the economy
in general by virtue of its crushing effect on the recrea-
tion industry. Sport aviation is a part of the nation's
recreation a very small part but would suffer along
with everyone else.
We are not saying, of course, that fuel conservation
should be ignored, but, rather, that we think Rep. Ull-
man's tax schedule is too extreme. It makes little sense
to conserve energy on one hand while in doing so creating
further economic chaos in other areas. A more moderate
path to achieving conservation of gasoline is necessary
one that treats all users equitably and threatens the very
existence of none.
Recreation may be a luxury . . . but it is one the U.S.
economy can no longer afford to do without.
As usual, get out those pens and write your Senators
and Congressmen asking that they oppose the provisions
of H.R. 5005 that would tax motorized recreation out
of existence. The addresses are:
For Senators: Honorable (Senator's Name)
Senate Office Building
Washington, D.C. 20510
For Representatives: Honorable (Rep.'s Name)
House Office Building
Washington, D.C. 20515
And while you are at it, talk to your neighbors and
friends who operate boats, snowmobiles, motorcycles, etc.
this will effect them every bit as much as it will us.
Ten to one they have never heard of H.R. 5005.
MEDICAL COVERAGE PLANNED FOR FLY-IN
Dr. Marion Wagnon, EAA 816, is requesting his fellow
physicians attending the 1975 EAA Fly-In at Oshkosh,
Wis. to register with him for emergency service on any
of the days July 29 through August 4.
A schedule will be prepared to afford the doctor
as much freedom as possible, probably being on call
only a half day during the entire Fly-In. He will be pro-
vided with a telephone pager and a golf cart to provide
mobility.
 It is not the intention to provide a "free clinic" but
rather emergency care for the thousands of members
and guests attending.
Doctors available for this service should contact
Dr. M. C. Wagnon, 4335 SE 15, Del City, Oklahoma
73115. Complete details will be sent.

CHANGE OF ADDRESS
When you move to a new residence, please write EAA
as soon as you know your new mailing address so as to
avoid missing an issue of SPORT AVIATION. Keep in
mind that SPORT AVIATION is NOT forwardable. (Photo by Molt Taylor)
When you notify EAA of your change of address, Molt Taylor's Limbach VW powered Mini-IMF.
please include your EAA number as this will greatly
speed up the processing of your records. Some members
seem to have the impression that if they notify their
local post office of their change of address, the post
office, in turn, somehow contacts all mailers. It doesn't
work that way . . . honest! You must write each and
every person, magazine, company, etc. you correspond
with or have subscriptions with INDIVIDUALLY in-
forming them of your change of address.

AND NOW THEY FLY!

The past week has brought all sorts of reports of new
homebuilts making their initial flights. Items:
Molt Taylor's Mini-IMF flew for the first time on
March 27 and was so successful that over 20 flights were
made that day! Molt was ecstatic over the plane's
handling. He says the inverted V tail works perfectly
and his new NASA air foil is a real wonder. We will have
the full story with lots of pictures next month.
Jerry Kibler (EAA 70640) of Los Angeles has built a
stretched BD-5 powered by a Honda Civic auto engine.
The first flight was on April 14. More details next month.
Skyjacker II (see February 1975 SPORT AVIATION,
page 28), Ralph Sawyer's all wing, low aspect ratio
design flew on March 15, 1975 at Mojave, California.
Control response was excellent in all axes so a 200
Lycoming and a constant speed prop are being installed
to replace the Lycoming GPU used in initial tests. Pictures
and details to follow.
In Florida, Emmett Tally III (EAA 58965) of Daytona
Beach is flying a super ultra light design called the
Tally-Birdman TL-1 that weighs just 100 pounds. It is
powered by a 15 horsepower engine and has a 30 foot
wingspan. Emmett has promised us a story for SPORT
AVIATION.
PLASTIC FOAM BULLETIN
Wicks Organ Company of Highland, Illinois has
contacted EAA Headquarters with the news that they
have received information from the Society of Plastics
Engineers, Inc., 656 W. Putnam Ave., Greenwich, Conn.
06830 that affects builders of aircraft that incorporate
rigid plastic foam in their structure. The Society's
Appendix B warns that a fire hazard exists with the use
of some fully exposed foams. Their recommendation is
that all exposed surfaces be coated with a layer of epoxy
resin.
Wicks Organ officials say that in the case of the
KR-1 and KR-2, the only exposed area of foam is the
underside of the turtle deck. The remainder of the foam
on the aircraft is glued to wood on one side and is sealed
(Photo Courtesy Emmett Tally III)
The Tally-Birdman TL-1.
with Dynel and epoxy on the other. Nevertheless, Wicks
is contacting all their past customers advising them of the
contents of Appendix B and asking that builders coat the
inside of their turtle decks with epoxy. Further, Wicks is,
effective immediately, changing their polyurethane
foam inventory over from the common green insulation
foam to a brown flame retardant foam. This brown foam
has a kindling temperature of 1150 degrees as opposed to
600 degrees for the green foam.
Wicks Organ officials are to be commended for this
action.
OPPORTUNITY FOR IMMORTALITY
. . . well, maybe not for immortality but for the life of
the recipient of the benefits of a donation. No greater
appreciation could any person have than to find a comfort
station when nature is trying its best to embarrass him.
Remember standing in line at the little buildings made
popular by Humorist Chic Sales? When EAA got the
proposal for the rental and servicing of these units for
the 1975 Oshkosh, Wis. Fly-In all humor was gone
$35,000.00!
After considerable discussion of this delicate subject,
Ray Stits, a trustee of the EAA Air Museum Foundation,
suggested that an opportunity be given to interested
people to purchase a unit at the cost of $240 for a brand
new one. The donor will have his or her name inscribed
for posterity on the door of the building.
His suggestion was immediately taken up by members
of the board and since the meeting 24 units have been
purchased by board members and other dedicated EAA
members. A check in the above amount made out
to the EAA Air Museum Foundation is tax deductible.
Steve Wittman said, "Now I have an airport and a
building named after me!"
SPORT AVIATION 9
 ^^^H Alois M. Stech Steve Steinmetz John S. Schifferer
Friend, NE Rockford. IL Escondido, CA
PROJECT -tfBpqb CROSSROADS ^^1 Tammy Doane Thomas Stenmo Arthur R. Sessi
f^^jm^U'- ' ^ .^^^^^^^^^. ~"^B ^^H Avon Park, FL Hatton, ND Waltham, MA
James E. feeny Robert P. Stephens Egon Sorensen
Corapolis, PA Glencoe, IL Clinton, CT
Project Crossroads has now reached a total of Sanders V. Hudson, Jr. D. K. Stevens William Southwick
$101,483.75. Following is a list, in order of receipt, of Black Mountain, NC St. Joseph, MO Shelter Island Heights, NY
donors whose gifts were received between February 20 Roger M. Jarmon David L Strand Philip M. Stephenson
Peoria, IL Madison, Wl Winter Park, FL
and March 23, 1975. Donationsreceived prior to this David H. larson Owen Bigham Harold R. Stevenson
period were listed in earlier issues of SPORT AVIATION. Portland, Or Yorktown, IN Sea Cliff, NY
Clyde L. Marrinan, Jr. Charles R. Pederson William A. Still
Sandy, UT Austin, MN Chattanooga, TN
Joel K. Caulton Gerald H. Hamer Wilbur Smith Robert A. Metzgar Don Stits
West Trenton, NJ Peru, IL Bloomington, IL San Jose, CA Dale C. Sizer Riverside, CA
Ethel M. Dzik George L. Parsons Roger Davenport Stanley R. wroddick Minneapolis, MN Charles E. Swain
Milwaukee, Wl Sheridan, WY Hubertus, Wl Burbank, CA Charles S. Smith Beaver Dam, Wl
Ron Nickerson James E. Reeder, Jr. Donald D. Mott Maurice A. Scheirer Rockmart, GA Airtex Products
Omaha, NE Sioux City, IA Las Vegas, NV Allentown, PA Raymond A. Smith A. T. Street
J. L. Rheaume J. E. Riley John R. McGuire Russell M. Schuetze Milwaukee, Wl Fallsington, PA
Montreal, Quebec Comox, B.C. Reno, NV Waukesha, Wl Claude 0. Specht Donald B. Eide
CANADA CANADA James B. Narrin Jerry Schweitzer Woodruff, Wl Shakopee, MN
Sterling Roberton David R. Rogers Grand Blanc, Ml Bedford, IA P. H. Spencer Roger 0. Pierson
Ft. Luptun, CO Key Largo, FL Frank L Reed, Jr. Nick 0. Seraphinoff Sun Valley, CA Minneapolis, MN
Joe Rogers Joseph J. Ross No. Wilbraham, MA Warren, Ml Edgar A. Spruce, Jr. Joseph Radoci
Rogersville, TN Mt. Prospect, IL Robert E. Schopp John Shykula Nome, AK Baltimore, MD
David C. Sager Michael J. Rush Rochester, MN Calgary, Alberta L H. Stamp Harold J. Schwend
Thousand Oaks, CA Hampton, NH Keith Smith CANADA Moline. IL Overland Park, KS
Greg Schoenherr Robert P. Ryan Anchorage, AK Don Simmons Richard Stark Richard F. Stiles
Oak Park, Ml Dayton, OH Lester H. Smith, Jr. St. John's, Newfoundland Seattle, WA Morrisville, VT
Don W. Shackelford Artur W. Schmeling Nashville, TN CANADA John B. Steele William H. Stokes
Marlow, OK Sylmar, CA Walter C. Sorensen, Jr. Don P. Simons Merrillville, IN Midland, Ml
W. A. Shelton W. G. Schneider Bellevue, WA Youngstown, OH Bill Stern Richard L Stone
Gardena, CA Hulmeville, PA Howard Stacey Robert D. Small Miami, FL Upper Montclair, NJ
Fred N. Schroyer Charles M. Schwertz Racine, Wl Sunnyvale, CA Bob Stolte E. 0. Street, Jr.
Statesboro, GA San Antonio, TX James 0. Farrow George S. Smith Mt. Shasta. CA Sylmar, CA
Edward Simmons John R. Scoville Millersville, MD Dayton, OH EAA CHAPTER 27 Michael J. Strok
Wayne, NJ Rochester, NY James Green James J. Southern Milford, CT Edgewater, MD
Richard L Smart John C. Seeland Brodhead, Wl Beaumont, TX Donald McGough William G. Stromblad
Harper Woods, Ml Placentia, CA James A. Hoak In Memory of: Downers Grove, IL Oak Harbor, WA
Albert H. Smith, Jr. Alien R. Semb Stockbridge, GA Francis A. Spisak Robert B. Peebler Thomas L Strong
Waukegan, IL Fairfax. VA Leo A. Kuehl Warren, OH Portland, OR Gettysburg, PA
Richard C. Welch Loyal M. Siegel Clarkfield, MN David Springman Robert B. Pittelkow Ed Sunila
Grand Prairie, TX Green Bay, Wl Albert E. Meader Tomah, Wl Coral Springs, FL Brooklyn, NY
Paul DiMascio Fred G. Sindlinger Palos Verdes Estates, CA H. J. Staal George Richter Bernard J. Surette
Boyertown, PA Puyallup, WA Norm Park Grane Rapids, Ml Kensington, CT Damacus, MD
Paul E. Josif Gerald Skelding Juneau, AK Olin C. Stanfield Robert J. Rickard Neal R. Sutherland
Akron, OH Milwaukee, Wl Donald Rice, Jr. Omaha, NE Linden, wwl Birmingttiam, Ml
Erbing H. Mahoney Dwight Skelton Madelia, MN Nick Stanich J. B. Sabal Bret J. Sutton
Seattle, WA Watsonville, CA William A. Riddell Brunswick, OH Pittsburgh, PA Albion, Ml
Davis Meltzer C. G. Smith Pensacola, FL Glynn L. Stanley Maurice G. Scheider Robert C. Swenson
Royersford, PA Neches, TX Don Rietzke Chucota, FL Bel Air, MD Alexandria, MN
A. W. Pannell James U. Smith, Jr. Aitkin. MN Leo F. Stoll Milo Schindler Nobu Tanabe
Guthrie, OK Louisville, KY Charles Schumacher Cudahy, WIQ Rapid City, SD Burnsville, MN
Larry V. Rider Lewis A. Smith Wayzata, MN Norbert T. Okoniewski Terrel L. Stern Maurice Tannehill
Colorado Springs, CO Stockton, CA George D. Shaver Utica, Ml Staples, MN New York, NY
John R. Riemer Wallace K. Snead Glenarm, MD John Pennington Lynn Stevenson Kenneth Tanner
Plantation, FL Sterling, IL William F. Simpson Weiser, ID Rockford, IL Port Byron, NY
Santiago F. Rodriguez Philip A. Spade AL Josephine Richardson Lawrence W. Stewart William H. Tarbox
Santa Ana, CA Gwinn, Ml Truman Smith Decatur, IN Alburquerque, NM Clarendon Hills, IL
Daniel L. Rush A. Stark Wolkoff Ponca City, OK John R. Roberts Keith A. Storm EAA CHAPTER 30
Stevensville, MD Shawnee Mission, KS Stanton Hobby Shop, Inc. Littleton, CO Springfield, Ml Watertown. Wl
Edward Saylor Ray Koogler Chicago, IL Thomas J. Roch D. Kirk Stretton P. Richard Coughlin
Polk, NE Lyndhurst, OH Stew Lyon Addison, IL Galesburg, Ml Syracuse, NY
Ken Schinzing D. W. Richards Atlanta, GA Richard A. Rogers Lynn E. Strub Frank P. Morgan
Naperville, IL Little Rock, AR Kent J. Mickelson Dayton. OH Mayville, Wl Whitesburg, GA
Warren Schuhknecht Emil Rozdeba Ogden, UT Raymond T. Rose Eugene J. Strzyzewski Walter Richardson
Benton Harbor, Ml Wynyard, Sask. M. D. McCoy Hasbrouck Heights, NJ Milwaukee. Wl Bellaire, TX
B. J. Schultz CANADA Columbus, OH Walt Russell Charles Stuart I. W. Sauer
Glenolden, PA R. E. Schenck Franklin Rush BOONE, CO Goodells, Ml Santa Ana, CA
Edward Seversen Portland, IN Lancaster, CA Rob Scogin Roy K. Stuart Harry J. Scholey
Scandinavia, Wl Lawrence Schuessler John Senko College Park, GA Angola, IN Scarboro, Ontario
Robert J. Shaw Milwaukee, Wl Lomita, CA Walter Seely Vernon Sudbeck CANADA
Peachtree City, GA Francis R. Schwartz Stanley E. Shulman Tigaro, OR Hartington, NE Walter R. Sereth
Eugene Shenly San Francisco, CA Suffern, NY Robert L Severson Louis Sullenberger Los Angles, CA
Columbia, SC Bill Shepherd Raymond Shutts Elk Grove Village, IL DeLand, FL John G. Shipman
Roger R. Sindt New Orleans, LA Bartonville, IL Lee Sewell Arthur J. Bujnowski Duncan, OK
Rochester. MN Jimmie J. Shewmaker Joseph F. Sikora Rapford, NC Huntington, NY George Slomian
Charles J. Slottje Bedford, TX Antigo, Wl wtom Sibbald Oren & June Cooley Rockford, IL
Rantoul, IL Dent C. Shoup William J. Singletary Pacific Grove, CA Amarillo, TX Lawrence Snow
A. G. Smart Emlenton, PA Blacksburg, VA James Skinner Edwin H. Daniels Boylston, MA
Espanola, NM Marvin L Simpson, Jr. P. S. Skidmore Grand Ridge, IL Darien, Wl Ernest W. Snyder
Dick Smart Chester, VA Stockbridge, GA Donald E. Smith Michael Morabito Las Vegas, NV
Verden, OK Michael Slutzky Bernard L. Smith Huntsville, AL Morristown, PA Lester C. Speck
Robert F. Smith Hunter, NY Lansing, Ml Robert B. Smith Alien L. Miller Comanche, TX
Woodland, IL Ebward E. Smith Ronald E. Sorenson Balboa Island, CA El Paso, TX Robert K. Stahlberger
Louis W. Burke Jackson, MS Scottsdale, AZ Johann Sonner Don Parks Tenafly, NJ
R. Pleasant, NJ 1. F. Smith John H. Spencer Chapel Hill, NC Houston, TX Donald M. Stone
EAA CHAPTER 30 West Chicago, IL Oakland, MD Robert W. Stahl Larry Remillard Los Angeles, CA
Phoenix, AZ L 0. Smith Gordon Springborg Ft. Wayne. IN Shell Lake, Wl Robert Straight
John M. Estevez Arlington. Heights, IL Lansing, Ml E. F. Stanlev Raymon Ross, Jr. Anchorage, AK
White Plains, MD Stanley K. Smith Jack Springer Lisle, IL Birmingham, AL William Strand
James H. Hall Reading, PA Sandusky, OH Bill Statler James P. Rybarczyk Chicago, IL
Rockford. IL Robert E. Stanton Northridge, CA Lansing, IL Peter Taber
Westland, Ml Revere, MA
10 MAY 1975
Dennis M. Tack Ryan B. Seals Jeanne B. Piper Harold Penwell Hank K. Shaw EAA CHAPTER 178
Tustm, CA Ocean Springs. MS Ft. Myers, FL Hermosa Beach. CA Santa Barbara. CA Hopkins. MN
P. A. Taipale David W. Shoup Al Richardson Henry S. Proescher, Jr. James Soltis Arthur H. Griffiths
Bellevue, WA Caseville. Ml Gales Ferry, CT Norfolk, VA Seattle. WA Annandale. VA
Steve Takas Lawrence D. Smith Richard W. Schmid! J. D. Roeder Donald Steever Mr. & Mrs. Larry C. Hager
San Antonio, TX Fountain Valley. CA Appleton, Wl Congress. AZ Millville. NJ Bennmgton, VT
Charles V. Taylor Robert Sodman. Jr. John B. Schncker Robert L Scott Dick Strong Roy McDaniel
Pamona, CA Lansmg. Ml Prior Lake. MN Saddle River. NJ Sunnyvale. CA Polo. IL
Joe D. Taylor James Strickland Noton F. Smithson Aubrey Shelton J. F. Sundermeyer Daniel W. Scott
Oak Forest. IL Arlington, TX Virginia Beach. VA Columbia. TN Toledo. OH South Bend. IN
Francis J. Tebo James M. Sullivan Douglas Spears Ronald D. Snell H. C. "Red" Thorman Wm. M. Slater
Argonne, IL Gallbrook, CA Vero Beach. FL Fairfax. IA Piano. TX Wilmington, DE
Donald H Teske Paul Switzer Phineas Sprague Jim Stanton Robert L Trinque Robert W. Tannenhill
Manitowoc, Wl Diablo, CA Proutx Neck. ME Canastota, NY Duxbury. MA Fountain Valley, CA
Ernest J. White Edward P. Szurek Robert N. Strong George W. Strotlter H. C. True James D. Thomas
No. Dartmouth, MA Minneapolis. MN Arlington, TX Churchton. MD Cincinnati. OH Cleveland Heights, OH
Al Mam James H. Thomas Leslie Swanson Donald A. Swan. Jr. Joseph J. Vilcek Stanley D. Thomas
Sioux Falls, SD Edmonds. WA Dunlap, II San Leandra. CA Chicago. IL San Antonio, TX
C. M. Phillips Charles C. Thompson Richard Swenson Wm. M. Sweeney E. J. Sampson Benjamin W. Tompkms
Corona, CA Ft. Devens, MA Milwaukee. Wl Halifax. MA Concord. MA Greenfield. IN
Carl Ritter Errol Thompson John D. Taylor Fred J. Thompson Ralf D. Schaaf Byron E. Trent
Muscatme, IA Washington. DC Sunnyvate. CA APO San Francisco. CA Tacoma, WA So. Dayton, R
Bob N. Scholl James D. Thompson R. J. Teliczan, Sr. Gary K. Thompson J. A. Shields Oscar Turja
Lane, KS Browns Mills. NJ Mascoutah, IL Chattaroy, WV Jackson, NJ Lively. Ontario
M. E. Simpson Barrett Tillman A. J. Testa Richard B. Toepper John L Stored CANADA
Tempe, AZ Athena. OR Long Beach. CA Pt. Ludlow, WA Camp Hill, PA Morris L. Turner
Sidney J. Stiber Arthur E. Traub Edgar E. Thomas. Jr. John G. Toothman Edward Swearingen Felton, DE
Shelter Island, NV So. Elgin, IL San Diego. CA Kmgmont, WV Park Forest. IL V. A Ulen
Erwin E. Stockwell Craig W. Vetter B. K. Thompson Bob Trew Donald E. Swift Morristown, MN
Orange, MA Ranfoul. IL Cleveland, OH Garden Grove. CA Stafford Springs. CT Carl C. VanderLinden
Adam B. Strausner Ctiarles A. Christensen W. Duffy Thompson George E. Tucker Stanley Tonkin New Sarpy, LA
Middletown. MD Redford. TWP, Ml Lakeland, FL Lexmgton Park. MD Naperville. IL Kirk J. Vanderziel
Richard B. Strawn Bernard Kriesel Thomas Thomson Harold W. Tucker W. C. Tunderman Hanford. CA
Fruitland, ID Trempealeau, Wl Iron Mountain, Ml George AFB, CA Tampa. FL L Kent VanMeter
Ronald J. Stromberg Arnold W. Lathrop W. V. Thorm EAA CHAPTER 313 Jack A. VanPaepeghem St. Paul, MN
Woodland Hills, CA Fulton. NY West Bend, Wl Wakarusa. KS Meridan. ID Owen VanPietersom
Russ Swanson Ed Lugo John W. Thorp Gideon J. Hagood Donald R Voland Menomonee Falls, Wl
Cheney, WA Rio Piedieas Sun Valley. CA Newport News. VA Mequon. Wl Gary & Sarah Vostry
Edgar W. Symons PUERTO RICO Michael A. litre Charles R. Kimball H. V. Vulganott Canoga Park. CA
Sheridan. WY Donald E. Morton Arlington Heights. IL So. Charleston, OH Williams. IA Van Earl Waggoner
Bernard R. Sypmewski Denver. CO John C. Townsend Joseph Koneck Donald C. Wagner Dubuque. IA
West Palm Beach, FL Northwest Flyer, Inc. Enid, OK Chicora. PA Tulsa, OK Paul Wahl
Charles M. Tenney, Jr. Tacoma. WA Ernest L. Trent Donald N. Qualkinbush James R. Wagner Teaneck. NJ
Boston. MA Stanley M. Owen Somerset. PA Silver Spring, MD Foster City, CA Melvm R. Williams
Frank H. Theis Franklin Square, NY George Ulnckson J. E. Schmcker Tom C. Waldrop SINGAPORE
Milwaukee, Wl Wm. J. Peacock Ishpeming, Ml Mediapolis, IA Grapevine, TX
Duncan M. Toll Springfield. VA
Greenwich, CT
D. L. Freeman
Manassas. VA
Robert S. Kratzer
Allentown, PA
Sam ShimoveU
Bellbrook. OH
Joe Sonk
Southfield. Ml
Paul Sowles
Pleasantville, PA
Richard Spivey
Loris. SC
Leon Strock, Jr.
Columbia, SC
E. C. Tallman
Verona, NY
Louis H. Taulman
Needles, CA
Charles A. Taylor, Sr.
Grand Blanc, Ml
Richard C. Thorp
SJiamokin. PA
Charles W. Thompson
Bnstol, Wl
Thomas L. Thunnell
Minneapolis, MN
David S. Thurston
Libertyville, IL
Ed Too)
Madison, Wl
Wes Todd
Oconomowoc, Wl
Milton Tomaske
Lake Geneva. Wl
Larry Trexler
Ithaca. Ml
Louis A. Brown
Raytown, MO
Bill Mason
Mill Valley. CA
George Purifoy
Gibsoma, PA
James S. Ricklefs
San Carlos, CA
Russell A. Salton
Williamson, WV
Bruce H. Schroeder (Photo by Lee Fray)
Milwaukie, OR
Projects awaiting restoration.
SPORT AVIATION \\
 Which way to Oshkosh?

A, .FTER SEEING THE front cover of SPORT AVIA-

The First TION featuring Gogi Gogillot's scale SE-5A, I knew what
my next and sixth homebuilt project would be an SE-5A
in four-fifths scale and realistic enough to tickle anyone's
fancy especially mine. I've long been a World War I nut.
Off went $50.00 (now $60.00) for a set of Gogillot's

Plans Built plans and I might mention that it is the best set of draw-
ings I've seen yet. They are very clear, very precise and
very easy to read. I started building the day after I re-
ceived the plans and one and one half years later was

Scale SE-5A ready (oh, yeah?) to fly. We wheeled her out to the
airport and then the problems started. Final engine
installation was the big problem along with brakes,
crossed magneto wires and rigging the wings. So many

Flies of the little problems that only a homebuilder can appre-

ciate. There is no way I can thank my many friends from
the area and our Chapter 54 in St. Paul for the help and
advice and the work that they so generously offered me
through the next six months in getting ready for the first
flight.
The weight and balance turned into a nightmare for
Jack Hickey, EAA 38234 me and Gus Limbach, who was to test fly the airplane,
596 Van Buren as we kept getting a rearward CG figure. The actual
St. Paul, Minn. 55103 weight check indicated we were 8" too far aft from the
indicated center of gravity point on the plans. Finally,
Gus and I called Gogi in Richmond, B.C., Canada. We
explained our predicament to Gogi and he said he would
check it out. Gogi called back the next day and said there
was a typing error in the manual. The manual said the
CG was 1%" ahead of the leading edge of the lower wing.
12 MAY 1975
He then said to look for a CG of about 10'/2 to 13" behind
the leading edge. Gus still wasn't satisfied with this figure
because in checking it out with the M.A.C., this seemed
to be a very rearward CG location. It calculated that with
a full load of fuel, our CG was about 28^ of the mean chord,
and with an empty tank, at 31'/2^ of the mean chord.
We apparently, however, were within the limits of the
original two flying airplanes, so we did feel that since
those airplanes were able to fly safely in Vancouver and
to Oshkosh and back that we should be able to fly my
little airplane.
Anyway, the day finally arrived when Bill Stewart
of the Minneapolis GADO office, arrived and proceeded
to have me remove all the fairings, inspection plates and
cowlings. He inspected the airplane like I've never seen
anyone inspect before with a few recommendations
(18 of them). Although none were of a serious nature,
they were time consuming and he finally issued a permit
for a test flight down the runway. You can bet your last
dime that Bill was satisfied and that made me feel better.
Bill Stewart and the Minneapolis GADO office have my
deepest respect for the work they do. After Gus and half
the members of the St. Paul Chapter 54 (over 80% of
our Chapter have projects either completed or in the
works) gave the airplane a pre-flight and a final once-over,
we took it out for taxi tests. The static run-up seemed to
check all right, although the brakes seemed to be a little
shy. When Gus tried to see how the airplane would slow
down from a good rolling speed, he pushed too hard on
the left brake pedal and the motorcycle cable broke under
his heavy foot. Taxi tests on the grass also indicated that
under acceleration, the engine would tend to cut out. The
fuel tank is not high enough above the carburetor to
give us sufficient head and it was agreed that I would put
a fuel pump on her before the actual test flight came. Gus
was taxiing her faster and faster and I was becoming
really nervous. My heart would jump as high as the
wheels as he bounced over the rough spots on the grass
part of the airport and I was really getting a thrill out
of this airplane ready to be airborne. Gus taxied back
and indicated he wanted to try a run down that runway
because he was having trouble getting the tail up in the
air, even with full forward stick, and he couldn't determine
whether it was the mechanical weight of the wheels being
too far forward or whether it was the rearward center of
gravity problem we had calculated. As he started down
the runway, the engine spluttered and was obviously not
putting forth full power as it kept cutting out. All of a
sudden, the airplane went steeply into the air for possibly
20 to 30 feet and it came down hard on the wheels
bounced once and settled in. We all started to run over
to check and see what happened, however, Gus turned
around and went back up the runway again to give it
another try. The next time, it came down the runway,
very gently lifted a few feet into the air and settled back
to the runway very nicely and I was the proudest man in
the state of Minnesota. We ran up to Gus and seeing
that the wheels and axle had taken a new angle as a result
of the first very hard landing, we decided to stop the rest
of the taxi tests until we could check it over more closely.
Gus was amazed to see the bent axle because the good
shock absorbing system did not indicate to him in the
cockpit that landing had been that hard.
A similar situation arose at Oshkosh when a very
experienced pilot dropped it in a little too hard and he had
to be told the next day that the axle had bent as a result.
I decided then, that as soon as I could, I was going to put
(Photo by Ted Koston)
Mission accomplished!! Jack Mickey's Irish SE-5A at
Oshkosh 74.
SPORT AVIATION 13
a heavier axle on than the plans called for. Gus told me
that he had pulled the power off after the airplane was
going down the runway with the engine sputtering and
giving no signs of going to lift off. His natural reaction
was to pull the stick back from the full forward position
he was holding, for the roll-out, and as soon as he did
this, the airplane suddenly took to the air. At this point,
he was about out of airspeed and out of horsepower and
there was not enough elevator action to get the nose
down quickly which is why she just dropped in. We set
about putting on a fuel pump and readjusting the hori-
zontal stabilizers. We put V4" of spacers to lift the leading
edge of the horizontal stabilizer and dropped the trailing
edge Vs". We hooked up the fuel pump and were ready
to run more tests. Bill Stewart wanted to be there for the
real flight and we were embarrassed to find that we
couldn't get the fuel pump working properly. Bill agreed
that as long as he could see the airplane fly a few feet in
the air satisfactorily and under control down the runway,
he would give us permission to continue the work we had
to do and to fly it over the weekend. This we were able
to do with no incidents and we got the papers signed for
testing.
With the fuel pump operating properly, Gus set out to
run a couple of circles around the field and then fly it
about 10 miles away to another airport at Lake Elmo
where I had a hangar. When he lifted off, he seemed to
climb into the air and start his left turn and just kept
hanging in there with the left wing down. We noticed
the airplane wasn't climbing and was flying in an
unusual manner. After he finally straightened out and
started to climb a little further up in the traffic pattern,
we noticed that the rest of the turns were very flat and
Gus came in immediately to land and taxi right back to
the hangar. It seemed that after he got in the air and
started to make his turns, he required both his hands to
pick up the left wing. He had down aileron on the left
side and the wing was still not coming up until he got
his second arm into it. He was also somewhat bothered
by the little wind screen up front of him flattening down
in the breeze leaving his head and face exposed. At
another time this might have been more annoying than
on this particular flight. As it was, it probably helped keep
him cool.
When Gus got out, the first thing he did was walk
about 30 feet to the front of the airplane and look back.
From that distance, we could see what none of us had
thought to look for. As Gus said, "When we built model
airplanes, the first thing we did was to hold it out at
arm's length and take a look at the wings and tail sur-
faces to see if they lined up square and properly and if
they had a semblance of good rigging." From 30 feet
away, we could see that the trailing edge of the right
upper wing was considerably lower than the trailing
edge of the left wing. The lower wing seemed to be
pretty much in line. A measurement of the gap indicated
that the trailing edges of the left wings were %" more
than the gap at the trailing edge of the right wings. This
was evidently a part of his problem. Another part that
Gus felt was contributing was that the ailerons had no
gap covers and were losing a lot of effectiveness, so it
was back to the tool box to re-rig the airplane and put
the cloth gap covers on.
With proper rigging, the airplane flew nicely around
the pattern at Fleming Airport and Gus took off for
Lake Elmo. I followed as fast as I could in the pickup
truck. When I got there, Gus informed me that another
condition that we were worried about was proving to be
true. The engine was overheating and we were going to
have to improve the baffling. We began the process of
elimination, and first blanked off all the air under the
engine from going into the accessory section from the
14 MAY 1975
grill. We tightened up and improved the baffling
around the engine cut holes in the side of the cowling
but we didn't cure the problem until we had a 6" deep
louver to the lower bottom of the cowl to provide a
greater area of exit for the air.
Gus ran it through a series of stalls (and scared me to
death when I saw him doing what I thought were very
steep wingovers in the airplane) and generally proved
that the airplane had no unusual characteristics at all.
He did not try to spin it with the rearward CG condition
but reported that with the new horizontal stabilizer
position, there was adequate control at the stall to get
the nose down immediately. We then began with some
other pilots, to start to put time on it because we wanted
to go to Oshkosh.
All 50 hours were run-off in two weeks with the
help of Roger Westerberg, Julie Steichen, Glenn Gouse-
man and Len Couder. I was sick that I was not able to fly
it myself but I feel very fortunate to have such good
friends who are willing to help me get this airplane to
Oshkosh. It was Saturday night at the beginning of the
Convention at 6:00 p.m. when Bill Stewart of the Minne-
apolis GADO office came in on his day off to give a final
check and to issue an airworthiness certificate. At last,
we were able to fly to Oshkosh on Sunday morning to
show off my pretty Irish airplane.
My particular thanks to Roger Westerberg, who took
over the testing after Gus and made a series of perfor-
mance charts and helped in the final rigging of the
airplane. He further flew it to Oshkosh and back so that
it could be seen by the troops at the Convention. I also
want to thank Julie Steichen for her stint. She had to
take a bus clear across town and then walk for a couple
of miles to get to the airport and without her, we never
would have made it to Oshkosh.
PERFORMANCE: This airplane lifts off at about 35
mph and climbs out at about 60 mph indicated. The climb
is about 350 feet per minute and the cruise is in the
neighborhood of 80 mph. It has no bad habits whatsoever,
I mean, none. This is the concensus of all of us who
have flown it. Everyone says she flies like a J-3 Cub
except the rate of descent is very high. Power is required
on approach and then just gently bleed off the power
as she settles. The stall speed is low and apparently it
settles so fast because the drag is so great. To main-
tain proper gliding speed, you have to keep a pretty
good nose down altitude.
Someday I'm going to learn to fly but right now I'll
build another airplane maybe another SE-5 with an
Olds F-85 and when that one is ready to fly, I'm going to
try to con Gus into testing it and when he says it's okay,
I'm going to fly the next one!
(Photo Courtesy Author)
Builder Jack Mickey gives test pilot Gus Limbach a prop.

THE IMPOSSIBLE
DREAM
Bill Adams I EAA 51011)
16746 S. Euans
South Holland, III. 60473
\y SHKOSH 1972 "Say, Dick, that's a sharp looking
airplane comin' in, what is it?"
"Looks like Stolp's new V-STAR, John. Shore is purty."
"After looking this over, Dick, I like it more and more.
I think I'll build one. I've gotta '65' that will fit real nice."
"I'll tell you what, John, you sell me that extra '65'
you've got and I'll build one with you!"
"YOU'RE ON!"
And so began one of the most ambitious projects
within EAA. After that inauspicious beginning, Dick Fry
and John Zimmerman mentioned their plans to a few other
Chapter 15 members and before the week was out, 3 or
4 others joined in, figuring that they could all take part in
constructing the jigs so the same could be used by all.
Returning home from Oshkosh, Dickie-bird and Big
Bad John weren't too sure who was definitely going to
be involved in the project and since they were now
(Photo Courtesy of Bell Tel Co.. Bob Frett)
A little "Cheesecake" for the Bell Telephone Co. magazine
photographer and reporter. At the time we rechecked our
fittings and extended the center-section leading edge to
a slight point to pick up the line from the wing leading
edges. Ed Rafacz is framed in the wing tips.
thinking in terms of buying materials in bulk quantities
for a better price, they wanted to hold a meeting to
formalize the project. A notice was placed in Chapter 15's
Newsletter that anyone interested in this project would
meet in the Chapter's Library immediately after the March
1973 meeting with starter money in hand.
Twelve disciples showed up and the Dream began to
look more like a nightmare. The twelve disciples became
the V-STAR BUILDERS with Lloyd Turner as the Trea-
surer. All members would be required to join the Chicago
Area Sports Aviation Association, which is composed of
dedicated EAA members who pay monthly dues to support
and maintain the Chapter's meeting room, shop, astro-
port and hangars. Most of the construction work would
take place in our own shop and final assembly in our
own hangar all located at Lewis-Lockport Airport in
Lockport, 111. (We also have our own coffee pot and all
are welcome to stop in to see us and our project on any
weekend.)
Another meeting was held with Mark Foose of B & F
Aircraft, Oak Lawn, 111. (who has given us immeasurable
engineering advice and assistance), and $1600.00 was
SPORT AVIATION 15
spent on 4130 steel tubing. "A small step forward for
mankind, a giant leap for the V-STAR BUILDERS!"
That just about blew the bankroll and it was time for
another assessment. The hard facts of life were learned
in a hurry. Even buying in bulk, at a saving, aircraft
materials are expensive. This was May of 1973. When
the work was no sooner started, it had to be delayed as
we readied the building and area for our second annual
fly-in breakfast.
Chuck Bradford, our expert Wood-Butcher, took
charge of the jig making and eventually the basic wing
construction and the Impossible Dream began to shape
up.
In the meantime, Dick Wunderlich, President of the
Rotorcraft Chapter No. 447-3R, that also meets in our
building, had an excellent suggestion. He is the Industrial
Arts Shop Teacher at the local high school and suggested
that we take the evening welding class about to begin
and weld up our airframes in school under his expert (Photo by Bill Adams)
supervision. About 6 members complied and in a few Left to Right Ed O'Connor, Dick Fry, Lloyd Turner,
months, all 12 basic airframes, tail feathers, gears and Bill Adams and Chuck Bradford, utilizing Chapter 15's
struts, were welded, oiled and stored. meeting room for wing construction. It's WARMER than
the shop and we clean up before the second Friday of the
month.

(Photo by Bob Deutsch)

Left to Right Jerry Hrdy, John Zimmerman, and Ken
Patrick proudly posing with 2 V-Stars on the Gear. Three
other BASIC fuselages are leaning against Chapter 15's
Shopand Meeting Building.Seven morearestored inside.
(Photo by Bill Adams)
Lloyd Turner and Ed O'Connor hold the elevator and
horizontal stabilizer which are complete, including the
finish coat of blue trim.

(Photo by Bill Adams)

(Photo by Bill Adams)
V-Star No. 1, slightly further along in this interior close-
up. Note the odd shaped fuel tank between the toes and
Helen Fry's kitchen chair. If you want a seat for your
homebuilt, "Go to Helen Fry!"
16 MAY 1975
Ken Patrick showing two of his children how to shape a
piece of foam and fuel-proof it with epoxy to act as a
support for the aluminum cover sheet. Hardly visible,
are two more full length epoxy coated strips of foam
for additional lightweight supports. The leading and
trailing edge of the center-section are covered with foam,
Dynel and epoxy.
 (Photo by Bill Adams)
It fits like a glove 'STRONG LIKE BULL!"
(Photo by Bill Adams)
Left to Right Lloyd Turner, Dick Fry and Jerry Hrdy
discussing the windshield retainer. In the background,
can be seen a second fuselage and a multitude of tail
feathers.. The aft section of the fuselage has a strip of
white where the N number will be masked in and then all
will be sprayed blue.
(Photo by Bill Adams)
Dick Fry "On the Gear!" "Let's see now, that's 12 fuse-
lages, 12 verticals, 12 rudders, 12 horizontals, 12 eleva-
tors, 24 struts, 24 gear legs, and 6 wings . . . we need
another 42 wings, guys!" (Along with a few thousand
miscellaneous smaller parts.)
(Photo by Bill Adams)
(Well, it's my camera and I'd like to be immortalized on film, too!)
Bill Adams fitting the cowl over the fuselage fuel tank.
In the background are 3 wings complete to the white
finish coat and the 4th getting its final check.
(Photo by Bill Adams)
"You see fellas, a long control stick gives you leverage!"
From left to right Ed O'Connor, Bill Adams, Lloyd
Turner and Chuck Bradford with Dick Fry in the cockpit.
(Photo by Bob Deutsch)
Ken Patrick fitting tubing into the V-Star rudder jig.
Looks like a "4130 cigar" salvaged from the scrap bin.
SPORT AVIATION 17
 By now, as in any group project, problems were
developing. Some of the fellows just couldn't devote the
time to the project and another was transferred out of
state. The group purchased their shares, since there was
a waiting list of other chapter members wanting in, and
held another meeting. It was decided to keep the first
V-STAR as a group owned airplane, so that we could
all have something to fly until the individually owned
airplanes were finished. That way, we could also better
evaluate the performance of the little 65 hp Continental
before committing ourselves to an engine. Us Healthy guys
are considering 90 to 100 hp as a more practical size. The
other two shares were readily sold at cost to chapter
members who were fairly certain they would be able to
devote the time and money to the project and who were
thought to be compatible with the group as a whole. No
consideration was given to individual talent or ability
as a prerequisite at any time.
For myself and most of the others in the project, this
was to be an educational affair. Without the support of
the all-knowledgeable and talented group, most of us
would probably never attempt to build an airplane. As
a nucleus, we have Dick Fry, Chapter 15's President,
Designee, powerplant mechanic, 20 years of Navy and
Reserve A & E, builder of a Bushby Midget Mustang
and Private Pilot (for at least 100 years, if all of his
stories can be believed). I've already mentioned ex-cabinet
maker, Grumpy Bradford, T-Craft Pilot Extraordinare,
and his partner, John Zimmerman, who has completed a
Jodel F-ll-3. A couple of good fabric men. Also, there is
Ken Patrick with a commercial pilot rating and alot of
general all-around ability and effort. He has probably
spent the most time on the project and is scheduled to get
the next airplane completed. Jerry McGinnis has an
instructors rating, is an electrical engineer and a pretty
fair welder. Bill Lockman also has an instructors rating
and is a machinist and when paired off with Jerry, a
first rate engine mount builder. Lloyd Turner is a private
pilot, parts maker and has stories enough to keep an
aviation historian on his toes. Jerry Hrdy, a private pilot
with a 172 in his garage and a runway in his backyard
was born with a welding torch in his hand. Ed Rafacz,
student pilot, is a first rate welder and his son Eddie is
learning to do both. Ed O'Connor is a private pilot with
a flair for both wood and fabric. Dennis Costello, com-
mercial pilot and industrial arts teacher, is our expert at
fabricating control assemblies. And, finally, Bill Adams
is a private pilot who somehow became the foam, epoxy,
and Dynel specialist.
Actually everybody does a little of everything, with
some more expert at it than others. It is, however, a large
pool of talent and knowledge and therein lies the real
benefit of a group project within the Chapter.
The camaraderie developed over the last two years
is also not to be denied. Most of these fellows were only
acquaintances before, now we're good friends. It's a
closeness we would like to retain, so we decided to
develop a group insignia that would somehow project our
true image. Since the V-STAR seemed to be designed to fly
through forests, the comment often heard from us builders
was, "STRONG LIKE BULL." We spend a lot of our time
"Shooting the Bull" . . . many of us smoke cigars . . . we're
a group, something like a squadron. How about the "Bull
Squadron" with a capital B and S? A cigar smoking,
dumb looking bull, complete with pilot's cap and our
Chapter 15's wings? For a slogan, "E Pluribus Toro",
that famous Latin quotation, loosely translated, "All for
the Bull" or "The Bull for Many!" Other Chapter members
liked it and wanted emblems for their planes also, so it
has now become the Chapter member's emblem.
Now that the origin and history of the V-STAR
BUILDERS has been covered, you may be interested in
18 MAY 1975
Layout and art by Bob Deutsch and Bill Adams
An inspiration to us all! Chapter 15's new patch.
the modifications we have made thus far. Other than
correcting several errors in the plans, we purchased
fiber-glass turtle-decks from Rattray of Beloit, Wiscon-
sin. Time saved, money spent but a beautiful rendition
of the "Stolp Curve."
Many changes were made in the wings. Rather than
Vs" ribs w i t h capstrip, we used 3 /is" plywood with
lightening holes enlarged and omitted the capstrips.
"Strong like Bull!" Instead of aluminum formed trailing
edge, oval steel tube was used and brackets were
welded to it ... much easier to get that "Stolp Curve"
that way. The leading edge of the wings were built up a
la "Rand Method", cutting, fitting and glueing 1" foam
panels with Elmers Glue-All, sanding to a fine finish,
and covered with Dynel and epoxy. The aileron wells at
the rear of the wing were treated in a like manner as were
the ailerons, themselves. All was then covered with Irish
linen in the traditional method 1 coat of fungicide/
dope, 2 coats of clear dope, 8 coats of aluminum dope,
4 coats of white or blue finish coat and trim. Hoo-Boy,
Strong like Bull!
Since the center section has a sheet of aluminum
covering the fuel tank, we did it a little different. We
dispensed with the plywood cover and paid closer atten-
tion to the sanding finish of the foam and squeegeed on
several lighter coats of epoxy over the Dynel, sanding
between each coat. The final epoxy coat was wet sanded
to a smooth finish and then sprayed with aluminum dope
and finish dope. The trailing edge of the center section
was treated in the same manner, so that it could better
withstand the extra abuse it might get from pilot entry
and exit from the cockpit.
The control system is as per plans, except on the
elevator control rod. In order to reduce the potential
fatigue factor, we placed a piece of Teflon around it
about halfway, to act as a vibration dampener.
As of this writing, the cowling and engine are going
in place and patterns pulled of all aluminum sheet for the
next 11 modified V-STARS. With a lot of luck and per-
severance, we hope to have No. 1 ready to fly by May 18,
1975 at our annual fly-in breakfast at Lewis-Lockport
Airport, Lockport, 111. We may even have two of them
flying at the 15th Annual Lockport Air Show and Fly-In
(formerly Joliet Air Show) on September 6 and 7, 1975.
Since this air show will be on our home field, we'll be
able to place the others on static display, showing the
various stages of construction. Be there and see for your-
self _ "THE IMPOSSIBLE DREAM", coming true and
just maybe, we can help nudge you into fulfilling your
own dream!
 GYROPLANE PERFORMANCE
CALCULATIONS AND TRENDS
By
Martin Hollmann (EAA 77760)
7917 Vista B ilia Court
Cupertino, California 95014
WELL DESIGNED gyroplane is one which best
meets one's requirements. Unfortunately, meeting one
set of requirements usually violates or conflicts with
another set such that a compromise which best meets all
requirements must be achieved. For example, it is de-
sirable to keep the structural weight down. Obviously,
a large rotor is heavier than a small one and a compromise
between diameter and rotor weight may be necessary.
Other trade parameters that affect gyroplane perfo"-
mance must also be carefully selected and sized such that
a good overall design is achieved.
The purpose of this report is to show the theoretical
performance trends that can be expected for varying disc
loading, power loading, solidity ratio, rotor blade pitch,
rotor blade twist, and rotor blade airfoil selection such
that a proper selection of design parameters can be made
for an efficient gyroplane design. The performance evalu-
ations are made from the thrust power available and
power required curves from which minimum and maxi-
mum speed, speed for best range, speed for best endur-
ance, and maximum rate of climb can be calculated. All
power curves are established for a gyroplane having as
baseline parameters a gross weight of 1,000 pounds, a
power loading of 10.0 Ibs./hp, a disc loading of 1.8 lbs./
sq. ft., a rotor solidity ratio of 0.035, and effective blade
pitch of 2 degrees, and a NACA 8-H-12 smooth airfoil.
Although a computer program was set up and utilized
to establish the shown curves, a simplified method which
allows easy hand calculation and utilizes charts is pre-
sented such that the performance characteristics of any
gyroplane with a constant chord, constant airfoil sec-
tion, no twist rotor blades and a two blade propeller can
be quickly estimated by the reader. Before proceeding
a definition of the terms with corresponding units, com-
mon to rotary wing aircraft and used herein, are given.
BN = number of rotor blades
c = rotor blade chord, ft.
Crj = parasite drag coefficient
CL = rotor lift coefficient
d = propeller diameter, ft.
D = drag, lbs.
DL = disc loading; aircraft weight divided by rotor disc
area, lbs./sq. ft.
HP = engine power, horsepower
L = rotor lift, lbs.
N = propeller speed, rpm
PL = power loading; aircraft weight divided by engine
power, lbs./hp
P av = thrust power available, hp
Preq = power required, hp
R = rotor disc radius, ft.
ROC = rate of climb, ft./min.
S = airframe projected frontal area, sq. ft.
T = propeller thrust, lbs.
TAFC = thrust available for climb, lbs.
WT = aircraft weight, lbs.
v = airspeed, ft./sec.
V = airspeed, mph
9 - blade-section pitch angle; angle between line of
zero lift of blade section and plane perpendicular
to axis of no feathering, rad. It should be noted that
for non-symmetric airfoil sections, the line of zero
lift is not parallel to the plane perpendicular to the
axis of no feathering. For example, for the NACA
8-H-12 airfoil the line of zero lift is 1.5 degrees be-
low the plane, so that if the blade pitch is set at 2
degrees above the plane, the total blade pitch is
3.5 degrees.
M rotor tip speed ratio
a solidity ratio; total rotor blade area divided by
rotor disc area
S2 rotor speed, rad/sec.
The two most important design variables affecting
performance are disc loading and power loading. It is
recognized from Fig. 1 that low disc loading (large diame-
ter rotors) do not affect maximum speed appreciably.
However, m i n i m u m speed is lowered significantly. While
for decreased power loading (large horsepower) the mini-
mum speed is changed only slightly and the maximum
speed is increased considerably as demonstrated in Fig.
2. The difference between the power available and power
required is power available for climb and it is recog-
nized that both a low disc loading and low power loading
are needed for good rates of climb. It should also be noted
that the speed for best range is not affected by varying
power loading. However, for increased disc loading, the
speed for best range and best endurance is increased.
The speed for best endurance is found by drawing a
straight line thru the origin and tangent to the power re-
quired curve as demonstrated in Fig. 2. The tangent
point at which the line touches the power required curve
is the speed for best range. The speed for best endurance
is the lowest point on the power required curve.
SPORT AVIATION 19
 off. Less power and time is required to prespin a "jump
start" rotor that operates at a lower speed. A method for
calculating rotor speed is presented at the end of this
report and the interested reader can verify the changes
in rotor speed with changing solidity ratio.

Power Required Increasing rotor blade pitch as shown in Fig. 4 de-

Speed for Best creases minimum speed, increases maximum speed, and
Endurance increases power available for climb. The largest blade
pitch angle at which a given rotor can be operated should
be used. For most ultra light gyroplanes which utilize
hand starting, the maximum blade pitch is dictated by
40 60 100 the angle which allows hand starting of the rotor.
Airspeed, mph
Fig. 1. Power Curves for Various Disc Loadings

60 80 100 80 90
Airspeed, mph Airspeed, mph
Fig. 2. Power Curves for Various Power Loadings Fig. 4. Power Curves for Various Blade Pitch Settings

Fig. 3 shows that by increasing the rotor solidity

ratio the minimum speed is decreased and the power
available for climb is increased. Since the solidity ratio
is defined as,
a = BNx C
IT x R (1)
It is recognized that, for a given rotor radius, the solidity
ratio can be increased by either increasing the blade
chord or increasing the number of blades. Increasing the
solidity ratio reduces rotor speed which is of great ad-
vantage for gyroplanes designed for "jump start" take-
Some controversy exists over what type of rotor blade
twist (positive or negative) should be used on gyroplane
rotor blades. This is probably due to the positively twisted
blades on one of the pre-war gyroplanes for which the tip
angle was larger than the root angle. However, in Fig. 5
it is shown that a small increase in performance can be
achieved by 8 to 12 degrees negative twist. Because of
the additional complexity of manufacturing twisted
blades, the small increase in performance does not seem
to justify their use at this time.

Blade Twist
-8 and -12

50 60 70 80 90
Airspeed, mph
0^30 40 50 60 70 80 90 Fig. 5. Power Curves for Various Blade Twist for an
Airspeed, mph Effective Blade Pitch of Two Degrees
Fig. 3. Power Curves for Various Solidity Ratios
20 MAY 1975
 Considerable performance gains can be made by
selecting a NACA 8-H-12 airfoil with a smooth blade
contour over a NACA 8-H-12 airfoil with a rough con-
tour as seen in Fig. 6. A smooth contour is one which is
defined as having accurate leading edge contours and
smooth, rigid surfaces, such as used on closely toler-
anced metal rotor blades.
Substitute the static thrust coefficient and the ap-
propriate values into Eq. (3) to find the static thrust,
H P x 33,000 x 0.9
T_ = (3)
Nxd

The flight thrust as a function of airspeed is found

by determining ,_, from Eq. (4),

NACA 23012 Smooth
NACA 8-h-12 Rough v/Cp
Power
Required
= 1.237 V l (4)
H P x 10

1.00
X X.
X
v 0.80 N
0 504.0 60
Airspeed, mph T/T
\
a X
Fig. 6. Power Curves for Different Airfoils
X
0.60
Xx
An easy hand method for calculating gyroplane per-
formance is now given. The Hamilton Standard Method ^
^> x
of Reference 1 is simplified such that the calculation of \ 1.0 2.0 3.0 4.0
propeller thrust for varying forward speed can be made.
It is assumed that a two bladed propeller with an activity Fig. 8. Variation of Thrust Ratio with
factor of 118, a thickness ratio of 0.10, a Clark Y airfoil, Airspeed
a tip speed range of 800 to 925 ft./sec., an airframe body
diameter to propeller diameter ratio of 0.65, and a blade Next, the flight thrust to static thrust ratio is found
pitch angle at 75 percent radius of less than 14 degrees from Fig. 8 and the flight thrust is calculated as the pro-
are used for all calculations. The steps necessary for duct of the thrust ratio and static thrust. The thrust
determining the thrust power available are given first. power available is calculated from Eq. (5).
P_
For a given air density ratio, p , engine speed, engine T XV
(5)
av 550
power, and propeller diameter, the propeller coefficient,
C', is calculated from, Utilizing the method described by Gessow and Myers
of Reference 2 the rotor performance is now determined
3.325 X 10 1 0 xHP in a similar manner.
'-- (2) By definition, the rotor lift coefficient is,
0
s~\ _ WT
P
For standard air at sea level, ~jT = 1.0. From Fig. 1/2 pv 2 TrR 2 (6)
0
7 determine the static thrust coefficient.
3.6

5J.2

i,
\\ Where/ 0 is the mass air density of air which for sea
level is 0.002378 slugs/cu. ft. From Eq. (1) the blade solid-
ity ratio is calculated and the lift coefficient to solidity

v\
C
2.8 ratio, L , is determined. For a given blade pitch, 0 ,

Q
and for , the rotor profile drag-lift ratio, [ - j
2.0
and tip speed ratio, fj., are found from Fig. 9. The rotor

\ speed can now be estimated by assuming a control axis

tilt less than 10 degrees such that, _ y

O Q
"x ^^. " =
MR
^-~- " Effective Power Coeff., C
Fig. 7. Variation of Static Thrust Coeff. with
rTI I Effective Power Coeff. for a Two Bladed
Propeller
0 0.02 0.04 0.06 0.08 0.1 0.12 O.U 0.16 SPORT AVIATION 21
 For a specific airframe configuration, S x CQ js
selected from Table 1 and the parasite drag is calculated
as,

D = 1/2 pv S x CD
(11)

The total aircraft drag is,

L
D D D (12)
r p

The power required can now be calculated as,

Dx v
req 500 (13)
0.1 0.2 0.4. 0.6 0.8 1. 2. 6. 8. 10. 15.
Lift Coeff. /Solidity, C And the rate of climb is determined from the thrust
Fig, 9. Rotor Profile Drag/Lift available for climb, TAFC, as shown by Eq. (14),

60 x T A F C x v
According to Gessow and Myers the rotor induced ROC = (14)
WT
drag-lift ratio, ( I , can be assumed equal to,
\ L /j
Where the thrust available for climb is given as.
CL TAFC - T - D (15)
L/. T~ (8)

And the total rotor drag-lift ratio is,

The thrust power available and power required are
/JJ\ = /D\ + /D) plotted as a function of airspeed on a graph and the maxi-
liJ r liJ o I L/. (9) mum, minimum speeds, speed for best range and speed
for best endurance are found as described previously.
An example utilizing Eqs. (1) thru (15) for a 1800 lb.
The total rotor drag is calculated from Eq. (10). gyroplane is now presented. The other required design
parameters for this gyroplane are,

D x WT
r = (10) Engine power: . . . . . . . . . . . . . . . . . . . 180 HP at 2800 rpm
Propeller: . . . . . . . . . . . . . . . . . . . 6 ft. diameter, two bladed
Rotor: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 blades
The airframe parasite drag is one of the more diffi- D i a m e t e r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 feet
cult parameters to determine. Usually wind tunnel test Chord . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 inches
data is necessary to find the drag for a specific airframe Blade pitch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 degrees
configuration. However, for the sake of preliminary cal- Airframe drag: Same as McCulIoch J-2, S x CQ = 10.1
culations, the product of projected frontal area, S, and
parasite drag coefficient, Cp, for various existing gyro-
plane airframes, from corresponding known maximum
speeds, have been calculated and recorded in Table 1.

TABLE 1. S X CD FOR VARIOUS AIRFRAMES

T D , lbs SxCD
Aircraft Wt, lbs max mph HP s lbs T, lbs

Air and Space 1800 110 180 700 470 158.6 10.0
Model 18-A
Bensen B-8M 500 85 72 250 185.3 58.3 6.9
Barnett J-4B 750 100 85 375 251.3 79.3 6.8
Sportster HA -2 1100 90 130 501 350 120 11.1
McCulIoch J-2 1550 110 180 700 470 162 10.1

22 MAY 1975
 Ma ximum Sp eed T_ /-
UO
^
Substituting the appropriate parameters into Eqs. 120
(1) thru (13) and utilizing Figs. 7, 8 and 9, the thrust /^ /
power available and power required are calculated for 100
X
various airspeeds as shown in Table 2 and plotted as x /
shown in Fig. 10. From Fig. 10 the maximum airspeed 80 M nimiim S; Deed
is 110 mph, the minimum airspeed is 28 mph, the speed
g-60
,X ^x
for best range is 65 mph, the speed for best endurance is
40 mph. From Eqs. (14) and (15) the rate of climb at 80
-4r
X
/""
_ i^--
^^^
^k^V Sp>ed i'or :Best Rai

mph is 634 ft./min. / ^ "\ H H

Sp<ed ror Best End uran ce
I 20
/- ^
0 10 20 30 40 50 60 70 80 90 100 110
Airspeed, mph
Fig. 10. Power Curves for the 1800 pound Gyroplane

V, mph
J
v ft. /sec. v/S
T
T
s T Pav C
L
^L
a
I(-}
L (-)
' O \L\ u;r
(-) D
r
D
P D
P
req.

20 29.3 0.45 0.93 651 34.7 1.83 33.5 - 0.46 - - - - -

40 58.7 0.91 0.86 602 64.3 0.457 8.4 0.10 0.114 0.214 385 42 427 45.6
60 88 1.36 0.80 560 89.6 0.203 3.7 0.09 0.051 0.141 254 94 348 55.7
80 117.3 1.82 0.75 525 112.0 0.114 2.1 0.08 0.029 0.109 196 167 363 77.4
100 146.7 2.27 0.67 469 125.1 0.074 1.4 0.74 0.019 0.093 167 259 426 113.6
120 176 2.73 0.64 448 143.4 0.051 0.93 0.73 0.013 0.086 158 375 530 169.5

Caution should be used in using the proper units. For

example, airspeed in the propeller thrust equation is in GYROPLANE ALTITUDE
mph, and for rotor performance is in ft./sec. Also when
making performance calculations for different density PERFORMANCE DATA
altitudes, the drop in engine hp must be considered. This
drop varies from engine to engine and is not included in By
this discussion. A detailed description of the assump- Martin Hollmann
tions made are given in References 1 and 2 and the more
ambitious reader should consult these references.
The foregoing calculations can be carried out for all This report is a supplement to my article "Gyroplane
gyroplanes and the trends shown in Figs. 1 through 6 Performance Calculations and Trends", and the data
apply to all gyroplanes. When selecting and sizing design given herein together with the equations of "Gyroplane
parameters for a specific design the following summary of Performance Calculations and Trends" can be used to
conclusions based on this study should be considered. calculate gyroplane performance at various standard
density altitudes. First however, I would like to note a
A combination of low disc loading and low power modification to the standard rate of climb equation, Eq.
loading are required for good overall performance (14) in "Gyroplane Performance Calculations and Trends".
Low power loading and airframe streamlining as- Recent flight test of the HA-2 Sportster have indicated
sures high maximum speed lower climb rates than those calculated by Eq. (14) which
Low disc loading assures low minimum speed are given as,
Changes in solidity ratio have moderate effects on
performance. However, increased solidity ratio means GOxTAFCxv
ROC = (14)
lower rotor speed favorable for the "jump start" gyro-
plane WT
Large blade pitch settings increase gyroplane per-
formance significantly where,
Only moderate increases in performance can be
gained by twisting TAFC = thrust available for climb, lbs.
Considerable performance gains can be achieved v = airspeed, ft./sec.
by selecting the proper airfoil. WT = aircraft weight, lbs.

References: The difference in the calculated versus actual rate

1. Hamilton Standard Method of Propeller Perfor-
mance Calculation (East Hartford, Conn.: Hamil-
ton Standard Division of United Aircraft Corp., 1941).
2. Alfred Gessow and Gary C. Myers, Jr., Aerodynamics
of The Helicopter (New York: The MacMillan Co.,
1952).
of climb comes from the assumption that the energy
from the thrust available for climb can be utilized direct-
ly for climb without considering the loss of energy in the
rotor in converting the engine thrust available for climb
into lifting thrust. Eq. (14) should be multiplied by the
quantity of one less the rotor drag-lift ratio, (D/L)r,
such that the rate of climb is,
SPORT AVIATION 23
 GOxTAFCxv ALTITUDE DATA
ROC = ll-(D/L) r ] (14M)
WT Percent
Air density, Air density B.H.P. at
Eq. (14M) gives good agreement with actual rate of Altitude, ft. slugs/cu. ft. ratio sea level*
climb. It should be noted that this correction should also
be applied to fixed wing aircraft. However, the D/L ratio 0 0.002378 1.000 100
for a fixed wing typically ranges from 0.05 to 0.10 and is 2,000 0.002242 0.943 95
lower than that of a gyroplane rotor which typically 4,000 0.002112 0.889 88
ranges from 0.10 to 0.20. The error in not considering 6,000 0.001988 0.836 83
D/L in a fixed wing aircraft is, therefore, much smaller 8,000 0.001869 0.786 77
and is often neglected. 10,000 0.001756 0.738 72
Performance calculations can be made for a specific 12,000 0.001648 0.693 66
altitude by selecting the proper air density, air density 14,000 0.001545 0.650 61
ratio, and percent brake horsepower from the Altitude 16,000 0.001448 0.609 56
Data table below and substituting into the equations of 18,000 0.001355 0.570 51
"Gyroplane Performance Calculations and Trends". 20,000 0.001267 0.533 47
The horsepower, HP, is determined by multiplying the
sea level horsepower by the percent brake horsepower. * C.A.A. Technical Manual No. 107, "Aircraft Power-
plant Handbook", Jan. 1949. p. 350.

ing of the past and a perspective on the present, and a flight

he did not want to end.
FLYING CIRCUS is an aviation history, but one not
totally involved with chronological events, for the charac-
Book Review ters men and flying machines come to life on the
pages. How fortunate Ernest Gann is to have been a part
of aviation history. How fortunate we are that his skill
in writing makes the reader a part of it too.
Ann H. Pellegreno.
FLYING CIRCUS A GIFT OF WINGS
Ernest K. Gann Richard Bach
207 pages $16.95 335 pages $8.95
17 full-color plates Delacorte Press
Macmillan Publishing Company, Inc. Dell Publishing Company
866 Third Avenue 245 East 47th Street
New York, N.Y. 10022 New York, New York 10017

So, all you've read is JOHNATHAN LIVINGSTON

FLYING CIRCUS is an aviation enthusiast's dream
for between the covers are intriguing "behind-the-scenes"
glimpses of the historically important commercially used
aircraft their development, their use, and their "per-
sonalities". Was it luck or planning that brought a cer-
tain aircraft on the market at the right time? What hap-
pens to the planes no longer needed by an airline?
You'll meet the legendary pilots who flew these air-
craft including Old Number One "Slonnie", an air-
man supreme who was always miles ahead of his aircraft
and was unfailingly perfect in every flight detail or
maneuver.
In one chapter you'll fly above the African desert in a
Breguet or a Potez, landing at such exotic stations as "Five
Cans", if you have not gone down and been captured by
bandits.
After having been wined and dined in elegance, you'll
touch down gently at Le Bourget in an Armstrong-Whit-
worth Argosy, when passengers flying in the United States
were lucky to have a box lunch.
You'll fly swiftly across the North Sea at night in a
Mosquito carrying precious ball bearings from Sweden
to England during World War II.
Some airplanes you might not recognize, for they were
used in distant parts of the world. Historically accurate
illustrations by Robert Parks capture both the essence of
these aircraft along with a feeling for the days when avia-
tion was less sophisticated.
The final chapter concerns a nostalgic ferry flight a
DCS from California to Samoa. For Gann it was a gather-
24 MAY 1975
SEAGULL. Well, if you're an admirer of Richard Bach,
you'll find even more of him in A GIFT OF WINGS, a col-
lection of writings. And, if what Bach writes is true
"The way to know any writer, of course, is not to meet him
in person, but to read what he writes. Only in print is he
most clear, most true, most honest. No matter what he
might say in polite society, catering to convention, it is
in his writing that we find the real man." then in this
book we find Richard Bach, the real man. We discover his
philosophies of flying, not in boring sentences, but in
reality urging a big old Parks biplane through a loop
or barrel roll, visiting a control tower at 3:00 A.M., and
witnessing the rebirth of a man who had given up flying
and then returned to it. You'll find how the author became
intimately acquainted with an old round engine, and you'll
meet Drake who runs an extraordinary flight school one
which every true pilot should attend. By the way, do you
know the difference between flying and aviation?
What about a journey to a perfect place or are we
just flying to find that perfect place, and once arrived,
remain? Or is the sky itself that perfect, but challenging,
place to which pilots take their aircraft?
This isn't a book to hurry through, but to enjoy. Each
chapter is unique, each title intriguing "Cat", "Let's
Not Practice", and "There's Always the Sky". If you agree
that there's always the sky and at any time in life you han-
kered to buy or build an aircraft, and learn to fly, this book
will send you in thoughtful search of these goals. If you're
already a pilot, you'll understand and appreciate the pilots
and aircraft inhabiting the sky world in A GIFT OF
WINGS. Ann H. Pellegreno
 Non-Pilots Of EAA . . . . . . Especially For You!
Pinch Hitter Course At Oshkosh
Men, Be Sure The Woman In Your Life Reads This!

Jayne A. Schiek (EAA 99999)

1341 Parkview Drive
Macomb, Illinois 61455

This is another "you asked for it" bit of good news.

A trial groundschool was held last year at Oshkosh for
those women who wanted to know something more about
flying, so they would be happier in the air with their hus-
bands. The groundschool, under the direction of Lana
Newlin and Bette Bach, met with resounding enthusiasm
and success . .. and the definite wish that we offer another
one in 1975.
William Stanberry, executive vice-president of the
A.O.P.A. Air Safety Foundation, heard about this wish,
spoke with Paul Poberezny, and called Ann Pellegreno
and me. The result: a two-day "Pinch Hitter Course" at
Oshkosh just for YOU. The course will be the ground-
school portion of the usual A.O.P.A. course along with
some verbal instructions concerning how you might ful-
fill the flying portion when you get back to a less busy
airport than Wittman Field. Best of all it is being
offered FREE OF CHARGE. You will be given the regular
course manual and the course will include how an air-
plane is controlled, airplane instruments, how an air-
plane flies, map reading, navigation, radio communica-
\ I
tion, radio navigation using an omni station, and how
(Photo by Rosemary Haus)
an airplane is landed.
Start your planning now! The course will be offered Lana Newlin instructs Groundschool class, Oshkosh '74.
in two sessions: from 10:30 a.m. to 12:45 p.m. on Thursday
and Friday, July 31 and August 1, in Forum Tent II. Let
the pilots feed the family lunch . . . or plan for a late one
. . . on those two days. Unlike the usual Pinch Hitter
Course offered all over the country, pilots will be allowed
to attend this one but with seating in the back of the
tent on a space available basis! Just so we don't get
cries of "Equal Rights!", the course is open to any non-
pilot member of the family, including older teenagers
(physically able to reach the controls of an airplane). We
may have to put some limitations on this if the group is
too big.
NOTE: We are trying to get some estimate of how
many would enjoy participating in this event. Will you
drop me a card if you are interested? This is not a pre-
registration event, but you would really be helping us
plan if you would just let us know that you want to attend.
We'd hate to end up with 200 participants and only 100
manuals! (Editor's Note: Please contact the author if you
are interested.)

(Photo by Rosemary Haus)

Lana Newlin, left, and Bette Bach give instructions on map
reading during the Women's Groundschool courses.
SPORT AVIATION 25
What Our Members

Ht

Dick Geist (EAA 79109), 5040 E. Funston,

Wichita, Kansas 67218 owns this rare machine
Corben Baby Ace, Serial Number 2. It has
been flown about 16 hours since a complete
rebuild, includingthetinySalmson radial engine.

Charles A. Lemmond (EAA 57408), Box 1347,

Gushing, Oklahoma 74023 built this very clean
orange and gold Cassutt. Its first flight was on
July 3, 1974 and it has some 80 hours to date.

N2702E is a pretty Aeronca 7AC Champion

restored by W. G. Matthews (EAA 2602), 2407
Colton St., Bakersfield, Calif. 93304 in "8
months of spare time and lots of dollars." A 24
inch model was also constructed to be used to
determine the paint scheme.
J. C. Wiggins (EAA 61584), P.O. Box 428 of
Leland, N.C. 28451 built this Baby Great Lakes
in 24 months. It is powered by a Continental
A-65 and has 78 hours logged to date. The seat
was moved back 3 inches and the engine mount
was extended 5 inches. N3906 weighs 494
pounds empty.
C. R. "Buddy" Cottle, Jr. (EAA 9851 Lifetime),
Beaver, West Virginia and N27BC, the second
customer built BD-5 to f l y . The plane is
owned by Cottle and R. H. Frilen (EAA 56319)
of Beckley, West Virginia. Buddy made the
initial test flight on February 27 and at press
time had put over 11 hours on N27BC. He
reports good flying characteristics and 162
mph indicated at 4500 feet using the 55 hp
Hirth. Buddy is past president of Chapter 365.

This neat gold and black Sonerai I is

the handiwork of Robert C. Larsen (EAA
18721), 1351 6th Ave. South, South St.
Paul, Minnesota 55075. It was com-
pleted late last fall but winter closed
in before it could be test flown . . .
should be flying by now.

Hale Wallace (EAA 59826), 197 Pollard Hill Rd., R.D. 1, Johnson City, N.Y. 13790 took just three years
to complete this beautiful Steen Skybolt. It is powered by a 180 hp Lycoming IO-360-B4A. Hale reports
the plane performs better than he expected and required only a small rudder tab to fly hands off.

...Are Building SPORT AVIATION 27

 Air Racing Workshop
By Don Berliner (EAA 5654)
Race Air
2315 M Street N.W.
Washington, D.C. 20037

i YLON AIR RACING can be fun!

Especially at the grass-roots level of the sport!
For those of you who see air racing as an important
part of sporting aviation, there will be a gathering of
sympathetic souls on June 21 and 22 at Martinsburg,
W. Va., Municipal Airport.
Sponsoring this first such event in the East will be
Race Air Corp. (a group of racing enthusiasts in the
Washington, D.C., area), in cooperation with the Ameri-
can Air Racing Association (that's the new name for
PRPA/Professional Race Pilots Association).
The East Coast Pylon Racing Practice and Seminar
will be open to EVERYONE who is interested in the
SPORT of air racing: Experienced racepilots, owners,
builders and designers; future race pilots, owners,
builders and designers; present and future crew members
and officials. And everyone else who might like to get
involved in a colorful sport, but may not know exactly
what he or she would like to do.
The purpose of this "Air Racing Rap Session" is to
start building pylon racing at the grass-roots level. For
years there has been heavy emphasis on the "big time"
events like Reno, Cleveland, Miami, Mojave, etc. But
entirely too little attention has been paid to the newcomer
. . . to the guy who has a raceable airplane but isn't
quite sure that he wants to mix it up with the hot-shots
and veterans . . . and to the person who is still thinking
about becoming involved at any level.
This will be a rare opportunity to get together in an
air racing atmosphere, but with plenty of time to look
around and ask questions and touch airplanes (carefully!).
The experienced racing people will be there to answer
questions and to talk over your ideas and theirs . . . they
won't be totally absorbed in preparing their airplanes,
as they are at major races.
This will be a time to talk at length about whatever
people are interested in: The past, the present and the (Drawings by Connie Marsh)
future of air racing . . . the kinds of airplanes that are
being raced, and the kinds that could be raced next year *** If you own a Cassutt or other Formula One racer
or in five years . . . what's good about 1975-style air . . . bring it!! If you are building a Formula One, bring
racing, and what needs improving. parts or pictures!!
There will be representatives from Formula One, *** If you own an airplane that fits into the Sport
Sport Biplane Class, Formula Vee, T-6 Class and Un- Biplane Class . . . bring it!! If you are thinking about
limited Class. There will be some of the top racing getting into Biplane racing, bring your enthusiasm!!
officials in the country. And hopefully there will be one *** If you own a Sonerai, V-Witt or other type of
or two of the top designers. Formula Vee racer . . . bring it!! If you are building or
The schedule of activities looks something like this: even thinking about building a F/Vee, bring parts or
Saturday afternoon, June 21 Practice on the 2-mile pictures!!
oval course for experienced pilots and rookies. Instruc- *** if T-6/SNJ racing or Unlimited racing turns you
tion for the new pilots, by veterans. Qualifying for on, Martinsburg, W. Va., will be the place to meet and
AARA racing licenses. Testing and qualifying of new talk with others who understand you!!
and newly-modified racers. Instruction for new officials, *** If you think you might like to become an air
both in the classroom and in-the-field during practice racing timer, pylon judge or starter, bring your notebook
flying. and pencil!!
Saturday evening, June 21 Seminars on racing To cover expenses, a registration fee (good for the
classes and on the popular types of racers. General dis- whole weekend) will be charged: $2 if paid before June
cussions of racing matters. Socializing and racing-oriented 10 ... $3 if paid later.
entertainment. If you are interested and think you would like to play
Sunday, June 22 A public air show which will a part in the future of pylon air racing, contact Race Air,
include as much actual and exhibition racing as can 2315 M St., N.W., Washington, D.C. 20037. Phone 202/
possibly be crammed into the schedule. 333-0080.
28 MAY 1975
 PUSH-PULL TUBE
UNIBALL SUPPORTS
Push-pull tube uniball support assembly.
Richard Thuss, EAA 66819
David Thuss, EAA 35313
1810 Chinquapin Rd.
Churchville, Pa. 18966

(Photos Courtesy Authors)

During the design and fabrication of the wing for our

original four place aircraft, we recently had a problem
obtaining u n i b a l l push-pull tube supports for the 1"
O.D. outer wing panel aileron control tubes.
This type of support is used to accommodate the
small angular deflections of the control tube induced by
the circular motion of the operating bellcranks, as well
as the linear motion required to operate the control sur-
face.
For the aileron controls of our Mustang II (N-44TA),
built several years ago, we had utilized a standard
Cessna part. Those units, however, could only be used
for a %" O.D. tube, and the $26/pair we paid for them
also seemed somewhat overpriced. Like most home-
builders confronted with the choice of spending money or
time, we chose the latter and decided to fabricate our
own. The results are shown in the accompanying figures.
Since we had been doing some preliminary evaluation
on the use of an epoxy glass landing gear for our aircraft,
fabricated from SCOTCHPLY u n i d i r e c t i o n a l glass
pre-preg, (a la American Aviation Yankee) we chose
this material to fabricate the side supports. Six layers
of 10 mil pre-preg were laid up with each ply rotated
30 relative to the previous ply. The sides were com-
pression molded to shape at 300F using a machined
aluminum male-female mold. The ball was obtained
from a local vendor and is precision ground from HMW Static load test with 100 Ibs. on a 5 x lever arm. This 500
polypropylene. When completed, the assembly was pound loading had no adverse on the unit.
static tested as shown in the accompanying photographs.
The original static load of 500 lbs. to the ball for 15
minutes duration with no failure, we gave up due to the
rather precarious nature of the test set-up. To test the
long term creep characteristics of the polypropylene
ball a static load of 125 lbs. was applied to the unit
and left hanging for 24 hours (at 68F). No measureable
distortion of the ball occurred.
Since the unit is designed to operate within a metal
panel during the summer months we also tested its
response at elevated temperature. A 100 lb. static load
was applied to the unit and the weighted assembly
was placed in a 200F oven for 3 hours. No deforma-
tion of the ball occurred, and the unit worked as smooth-
ly after the test as it did before.
We realize that many homebuilders do not have
access to the compression molding equipment or the
machining equipment we used in fabrication of these
units, so if anyone needs this type of support for their
project contact: David Thuss, 1810 Chinquapin Rd.,
Churchville, Pa. 18966. They can be supplied with a
1" bore or less. Disassembled unit showing side supports and ball.
SPORT AVIATION 29

By James M. Hill (EAA 43121)
25 Orient Ave.
Melrose, Mass. 02176
B 1
ACK NOT TOO many years ago you could hear the
sound of a well-tuned exhaust system anywhere, and
those who were interested in that sort of thing enjoyed
the heck out of it. Whether the sound was varoomay,
vagroom, varoomio, or good old U.S.A. vahroom, a guy
could appreciate the sound, but now it seems those sounds
are condemned to that spot called the race track. They
even tell us now we can't make a little bit of noise a
thousand feet from the ground. However, when we're
giving up some of that noise, we're giving up a little thing
they call power. The smaller the engine, the less power
you have. When you start giving up on something that's
already small, you don't go very far or get up very high
or go very fast. Seems you never have enough of a good
thing. Well, there are ways to get around this giving up of
power and that's what we'll try to discuss here. What
brought this whole thing to my attention was a piece by
our beloved gentleman, Tony B. However, I believe we
can go a little deeper into this subject by explaining some
of the things that you can and cannot do when it comes to
exhaust systems.
The sound of a well-tuned exhaust first came to my
attention at about the age often which is about 1938 when
I attended the first motorcycle race in Laconia, N. H. Here
they all ran open pipes, all of them short, and for several
years this was standard practice to hear this stacatto
bark which really wasn't doing much on a flat-head en-
gine. Today, things are a little different. They have tuned
intakes and tuned exhausts and they do one heck of a lot
more work than you might imagine. The maximum rpm
on the racetrack back in the days of the early flat-head
Harleys and Indians was about four or five thousand,
with today's super-tuned machines that turn up 15, 18,
20, yes, 22 thousand or more for the smallest competition
engines. Theory has come a long, long way. From hard-
ly more than a valve open to the air, they've come to first
the proper length straight pipe, then they found the ac-
tion of megaphones, straight and reversed cone. On the
motorcycle of 1930 to 1965 vintage, the straight pipe of the
proper length causes the cam to begin to work at 4000
rpm, witfi the proper silencer about 3000 rpm. Although
it's a bit flatter, it does not have the power of a straight
pipe. With the proper reverse-cone meg it'll come in at
maybe 2500 and boost itself to a great crescendo of power
at about 6000 or 7000 and then begin to slowly drop off.
But whatever you do, don't try to take the whole pipe
off or you can't even start the machine. I proved this to
myself some time ago.
I own a small 4-cylinder glow-plug engine made a
few years ago. The instructions claimed it would run with
30 MAY 1975
more power with the addition of four proper length
pipes. These pipes were to have been some four and three
quarters inches long. Pipes were built up and installed
on the engine so that they could be removed while the
engine was running. These pipes were not as per print,
but crossed under the engine, the front pair going at 90
into a single pipe exiting at the fire wall the rear
pair doing the same (two stroke opposed). This engine
was then put into a model airplane that was a little bit
too heavy for it. The plane would not get off the ground
with these pipes left off, however, it would wallow through
the air with the pipes installed. When the engine was run
on a test block and the pipes removed while it was in
operation, you'd hear a definite drop in rpm. By the same
token, when the pipes were placed back in position, the
thing picked up quite a few rpms. The pitch went higher
and there seemed to be much more power which proved
that something is better than nothing.
There was a boy out back one day who had a small
four stroke engine, flathead, probably some kind of
power-unit for a lawn mower, and he discovered the fact
that if he stuck about a four foot length of pipe two inches
I.D. over the end of the open exhaust pipe, the note
changed. More important than that, so did the rpm. A
loose fit, but it went up. He spent several hours a month
playing with this thing. Although it probably irritated
everyone in the neighborhood, I was amused.
In Germany there is a machine shop that is completely
powered by one single diesel engine. This diesel engine
has about a half meter diameter piston with approxi-
mately an 8 foot stroke. Someone came along and figured
out the proper length for this was an 8" diameter pipe
about 67'/2 feet long. Seems a little ridiculous, doesn't
it, but the top rpm on this engine is about 4000. This large
engine is very well scavenged. At one point, when the
exhaust system had to be rebuilt, they had to shut the
plant down as without this proper length pipe the engine
would not pull enough power to operate the equipment.
Okay, when it comes to a little Volkswagen engine
we can do two or three things that will work. What will
work on one engine in theory will work on another. To
start with, let's get a few truths out of the way.
1. Short stacks are not the best answer for anything.
2. You can have extremely tight bends on your ex-
haust system close to the exhaust valve. Downstream it's
bad news. Up close where the velocity and the pressure
are so high, it doesn't seem to make a heck of a lot of
difference. I don't mean kinks when I say this, I mean
tight radii.
3. Do not under any circumstances (if there's any
way to prevent it, that is) have four different length
pipes or even two different length pipes (in the case of a
Franklin or Carr twin). Whenever possible keep all four
pipes the exact same length. Don't use short pipes. True,
they're just kind of chuffy, they don't put out much power,
they certainly don't scavenge, and they certainly don't
prevent any gases from escaping. They don't seem to do
anything but just be what they are, enough to dump the
stuff over the side. The proper length is all important
and this is fairly easy to attain. Please bear in mind that
we are not tuning for speed here, we are tuning for torque.
Of course, with as much torque as you can get out of an
engine, you also attain a little more speed or climb rate
in that you'll be able to use a larger or steeper pitch pro-
peller.
HOC
 Figure 1 will show you the approximate action of the
exhaust gas being emitted from the short stack. As you
can see, this system is a pretty flat deal. It does the job
of actually dumping the gas outside and protects the valve
from the cold air which if it came in contact with the valve
would cause it to warp. The nicest part about the short
stack is the fact that it is not a noisy stack and has a rea-
sonably pleasant note from say from 500 feet on up. But
as you can see, it doesn't do much and the necessity for
more power in a small engine is always self-evident.
Therefore, there being no substitute for cubic inches ex-
cept rpms and the fact that you can't use all the rpms
without gearing, we've got to find another route.
It may sound like a lot of work making all four pipes
the same length and they might end up longer than you
think they should, although it may be possible to Siamese
them into two, or even one downstream. You may even
have to cross your after pipes underneath the engine to
keep them reasonably the same length on the outside of
your aircraft, but I think with a little experimenting
you'll find that this is well worth it because it does add
considerably to your torque. After you have determined
where you want this high torque point, then you've got
to get the length of the pipe. For instance, even though
you pick an arbitrary point such as perhaps 2800, the
pipe (or the camming in this case) will come in a little
bit sooner and last quite a little bit beyond where you
picked your point. For a Volkswagen 2800 rpm may be a
good range to work from, the mean distance between 2500
rpm and 3300 rpm. So we'll assume we want this to be
at maximum torque at about 2800. The exhaust gas on a
normal pipe will travel at that temperature about 1700
ft./sec., which for all practical purposes, is about the
same speed as sound at that rarified atmosphere and
temperature. This would be on a standard size pipe for
that valve only. However, there are ways around this to
make the long pipe shorter. By using a slightly larger
diameter pipe, you can fool the exhaust into thinking
that it is in the proper diameter pipe and it will act al-
most as well as if it were. In the future we will refer to
the rapidly escaping gas as a slug or plug of air. Remem-
ber the old law, a body in motion tends to remain in mo-
tion; bodies at rest tend to remain at rest.
Now let's take a look at the formula for determining
the length of the pipe. Let 1650 be the exhaust gas veloci-
ty. On a Volkswagen engine, the degree of valve opening
would be 114". Let the rpm be in this case about 3000.
Remember, the cam will begin to work a little bit sooner
than what you picked for your rpm and will continue to
work beyond that point.
Let:
Vs = velocity in ft./sec.
Dr = degree of crankshaft time of valve opening
L = length of pipe measured from open valve
Vs x Dr 1650x 114"
= L = = 62.7
R.P.M. 3000
As you can see the formula will give you a pipe length
of approximately 63 inches. However, it may seem a little
long, but should you have crossed it underneath your en-
gine, remember this is a fine place to put the heat trans-
fer point, assuming you'd have room enough for such.
This would be, of course, to an open system, and it isn't
just a staccato bark, it's a very loud bugle. It works like a
trumpet. There is going to be a lot of noise. It'll be efficient,
but there's a lot of noise. However, here again, you've
got to do perhaps a little more in the experimenting with
an expansion chamber or a muffler without much back
pressure or the use of both a resonance chamber and a
muffler further downstream. However, at roughly 63"
you must have what we would call an opened-end. This
expansion chamber that could be put at this point must
be at least nine times the swept volume of any one cylin-
der. More is better. This also holds true for your exhaust
muffler. Upon leaving the exhaust muffler, you may use
stub pipes of a larger diameter than your exhaust pipes.
The same is true leaving the resonance chamber and into
the muffler. As these stub pipes are open to a common
muffling chamber and the velocity has already been de-
creased, pressure is also decreased going through the larg-
er volume and will have abated not only the velocity but
also much of the sound as well.
Figure 2 shows you what we are trying to achieve
with the proper length pipe. The object is to get the wave
to be a minus pressure just before the exhaust valve
closes, or at least no pressure whatsoever. The intake
valve would be open at this point slightly, and the gases
build up, with any luck at all, from whatever ram effect
there may be from the fresh charge rushing in to take the
place of the exhaust gases. With this plug of exhaust gas
in its neutral position or slightly returning toward the
engine we then see that there actually could be a slight
super-charging effect from the exhaust gas.
This system sounds great, but it ain't necessarily so.
In tuning for speed, the man will sit by his engine and a
dynomometer. The engine will be running, he'll measure
the pounds pressure, and perhaps cut another '/" off his
exhaust pipe in order to get the proper length. Not having
a dynomometer, perhaps the next best possible thing is to
watch the tachometer. With a set of pipes made perhaps
from telescoping tubing, keeping all the ends the correct
length, or even perhaps using only 2 at a time, make like
a slide trombone. Watch the tachometer, and get the
maximum rpm for a particular power setting. The formu-
la's good, but it's only approximate. Therefore, at best it
is only a place to start from. Whether using any of these
systems will make that much difference because of added
weight is something that only you can determine. Here
again, if you're going to use a 2-stroke engine instead of
a 4-stroke, you may use double the rpm in that the 2-stroke
fires every time it comes to the top. If you wish the best
and most comprehensive information available on this,
there is one book that I know of in the entire world that
is published on this subject. It is entitled Scientific De-
sign of Exhaust and Intake Systems 3rd Ed. by Phillip
H. Smith and John C. Morrisson. I was able to obtain
this excellent publication at Robert Bentley Inc., 872
Massachusetts Ave., Cambridge, Mass. 02139. The price
will be approximately $11, hut if you're seriously inter-
ested in making your own system, I strongly recommend
the acquiring of this book. I think it will answer almost
any question you have.
All I can say is good luck and let us know how it works
out.
SPORT AVIATION 31
 By Jack Cox

Photos by Beverly Hyde

Aerial Shots by Buzz Fitzroy and Frank Lambe

The T WAS A warm Sunday afternoon in late spring of

1948 . . . May 23, to be exact. Since the end of church
hours, cars had been streaming, single file, up the narrow
gravel access road and into the parking lot of what was
proudly billed the Asheboro, North Carolina Municipal
Airport. Billows of red clay dust lightly settled on every-

Ultimate thing the mostly black, mostly pre-war Fords, Chev-

vies and Plymouths, the Sunday-go-to-meeting finery
most folks were still wearing and the row of Cubs,
Champs, Super Cruisers, T-Crafts and show planes parked
right in front of the cars. Worst of all it settled on the
chopped barbeque sandwiches being hawked from car to

Monocoupe
John McCulloch getting ready to tow a disassembled
Little Butch to Ken Hyde's shop for rebuild.
car.
This was the day of the "First Annual Air Show" spon-
sored by the Randolph County Airport Commission with
"net proceeds for airport improvement". Already the
city fathers had been busy. Bulldozers had been pushing
back the scrub oak and gashing open banks of blood red
clay to lengthen the east/west strip to 2500 feet. Like
most towns across the country in the late 40s, Asheboro
was air minded. They were proud of their little dirt air-
strip at the south edge of town it would put them "into
the mainstream" of what they were certain was the dawn
of a new post-war aerial age. Today's air show would pro-
vide the cash to pay for the bulldozers and the seeding
(which never had and never would succeed) and for the
new 2,000 ft. cross runway that was planned.
Civic pride and the auspiciousness of the occasion de-
manded nothing less than the best, and that was what
the Airport Commission had contracted for an 11 act
show that would last almost until dark. According to the

32 MAY 1975
 Little Butch completely stripped for rebuild.

program, which was selling at the gate for lOc a copy, a

"Star Spangled Banner Parachute Jump" would open the
show, followed by "aerobatics with smoke by Ben F.
Huntley", a comedy act featuring a Curtiss Junior with
the fabric stripped off the fuselage (billed as a "1911
airplane"), a car-to-plane transfer by a group known as
the Thrashers, wing walking, ribbon cutting, aerobatics
in a modified Great Lakes called the "Bug" piloted by
Phay Daughtrey, a landing and take-off from a platform
atop a hot V-8 Ford that raced up and down the dusty
runway, "crazy flying with shotgun comedy act", a 10,000
ft. delayed parachute jump by Jack Huber . . . and the
grand finale, the piece de resistance an aerobatic per-
formance by Woody Edmondson in his powerful Clipwing
Monocoupe!
Woody Edmondson, the I n t e r n a t i o n a l Aerobatic
Champion just crowned at Miami in early January.
THE Woody Edmondson . . . right there in little ol'
Asheboro!
It was almost more than the author, a callow youth
of 14, could stand. Rotten to the core with aviation en-
thusiasm literally since birth, I was also a rabid Mono- Here is how Monocoupes get those nicely rounded
coupe fancier. Woody's Clipwing would be the first real fuselage corners a lot of woodwork. That's one of
live one I had ever seen. Somehow amidst all the pre- Ken Hyde's Curtiss Jennies on the right.
show activity the red and white Clipwing landed and
parked before I noticed it. I recall watching the jumpers
pack their chutes, so it was probably during that period
. . . whatever, I had missed seeing my hero before he had
disappeared into the crowd.
Although I enjoyed the other acts that afternoon, I
was living to see the 'Coupe fly throughout the show
I fantasized fiendish methods of inhuman torture to in-
flict upon the wretch who had scheduled Woody at the
tail end of the program. That this was traditionally the
honored spot on any air show bill did nothing to allay my
impatience. Very late in the afternoon, I paced back by
the Monocoupe for possibly the 50th time and was dis-
mayed to see it running. Once again, Woody had slipped
past my supposedly watchful eye and was in the cabin
warming up the throaty Warner . . . too far away from my
vantage point behind the ropes to really see what he
looked like.
Shortly, the 'Coupe taxied down to the end of the strip,
bouncing and jerking over the rough, newly 'dozed sur-
face. Turning into the wind, Woody firewalled it and
blasted the tail up seemingly in one motion. Trailing
a glorious red tornado of dust, the Clipwing was off the
ground after a very short roll, but the nose came down
immediately. Even then I knew this was to build up speed
for a zooming climb, but I was totally unprepared for the Ken Hyde (EAA 37179), RFD 1, Warrenton, Va. 22186
one I saw seconds later. In 1948 I had not yet seen a jet applying fabric to one of the ailerons. Ken is one of the
aircraft up close, so when Woody Edmondson pulled up nation's super restorers of antique aircraft.
SPORT AVIATION 33
into a near vertical climb and just kept going up and up,
I couldn't believe what I was seeing! Out of the top of the
climb, he headed downwind and began a turning, scream-
ing dive right back down on the deck. Just as he ap-
proached the end of the runway he rolled inverted to
the accompaniment of an audible gasp from the crowd
and held this to about mid-field, at which point he pushed
up to vertical and began a series of vertical rolls.
Now, to the present generation of air show watchers
and participants used to seeing the 180 and 200 hp Pitts
in action, none of this would have been terribly earth
shaking . . . but in 1948 the performance of this Clipwing
Monocoupe, particularly its vertical performance, was
The one piece Clipwing Monocoupe wing. Notice the
near full span ailerons and the masked-off center sec-
tion skylight.
Ken Hyde's beautiful fabric work is evident in the rud-
der and elevator shown here.
34 MAY 1975
mind boggling. Thinking back over the 27 years since
that Sunday back in North Carolina, the things that stick
out were the high rate of roll, the vertical performance
and the speed of the little 'Coupe. Woody flew a beautiful,
spectacular show, but for me anything he could have done
after that inverted pass and push up into vertical rolls
was anticlimatic.
After completing his routine, Woody slipped her in
and let the Clipwing roll right up to the crowd line with
the tail still off the ground. Here he stopped and made
the 'Coupe bob its nose up and down . . . he was bowing
to the crowd, according to the show announcer. By this
time I had elbowed my way to the front of the cheering
crowd this time I wasn't moving until I saw Woody
Edmondson, no matter what. And I wasn't to be disap-
pointed because after shutting down the Warner, the fun-
ny little pentagonal door swung open and out squirmed
. . . a rugged, Hollywood-hero type resplendent in riding
boots, whip cord jodhpurs and that brown badge of cour-
age no self-respecting aviator of the late 40s would have
been without, a leather flight jacket??? Not in a million
years. To my youthful astonishment, out stepped a dap-
per figure dressed in a business suit, white shirt and tie
and a then stylish broad brimmed fedora! Far from a Ros-
coe Turner, this fellow, who was now smiling broadly
and waving to the still applauding crowd, looked more
like he had come straight to the airport from church
along with most of the people in the cars. I wasn't disap-
pointed, however in fact, the more I thought about it,
the more I thought it was pretty neat that a guy could
go up and do all those things Woody Edmondson had just
done . . . in a suit and hat. I did wonder a lot about that
h a t . . . how did it stay on?
After the show was over I had the chance to go out on
the field and look at the Clipwing up close. I saw the
name "Little Butch" painted on the nose, and peering
through the side window, wondered how Woody could see
where he was going the seat seemed so low and the
panel and cowling loomed so large and formidable to the
front. Looking up through the narrow slit of Plexiglass
that was the windshield, all I could see was sky. I dis-
tinctly remember thinking, "It takes a REAL pilot to
fly this thing".
I stood there peering into the cabin drinking in the
exotic aroma of hot oil, gasoline and nitrate dope and the
metallic tic-ticing of the collector ring as it cooled down
. . . until everyone was shooed away when Woody was
ready to head home to Lynchburg, Virginia, some 130 air
miles to the north of Asheboro, I stood watching Little
Butch until it became a faint speck and finally disap-
peared, still above the northern horizon. Never in my
wildest dreams did I suspect that 18 years and 5 months
later I would be flying in that same little airplane - loop-
ing and rolling and making screaming dives and passes
down a runway.
And that's the way it was . . . an afternoon in the life
and times of one of the most historic aerobatic/racing
airplanes still active today, N36Y, the Model 110 Special
Monocoupe made famous in the late 1940s and early '50s
by W. W. "Woody" Edmondson. Certainly one of the
more insignificant days in the life of "Little Butch", but
typical of many profitable Sundays it would spend on the
air show circuit. Woody was in great demand in those
days, particularly in his native Southeast. He often flew
two or three air shows a day when he could schedule them
close to Lynchburg and reasonably close together. Leav-
ing home in the morning he would zip down to, perhaps,
Asheboro, N. C., fly an early afternoon show, refuel and
head north for Madison. Diving out of nowhere, he would
beat up the place legally, of course and keep right
on flying north for Danville where he would repeat the
performance before cruising on in to Lynchburg for din-
 The first coat of red. The extent to which Little Butch was stripped down for
rebuild is illustrated here. The cowling was stripped
and the old "bumps" were removed. New bumps were
hand formed and the cowl smoothed out. This was one
of the most time consuming jobs in the entire restora-
tion process.

i
The reason for the lack of forward visibility m a Clip- Little Butch's new all wood instrument panel. That's
wing Monocoupe is the high mounting of the engine. a wobble pump just ahead of the door.

John McCulloch (EAA 44871), 5115 Pommeroy Dr.,

Fairfax, Va. 22031, DC-9 Captain and owner of Little "Pop" Hatcher of Lynchburg, Virginia who built a new
Butch. wing for Little Butch.
SPORT AVIATION 35
ner that evening at home. The promoters at Madison
and Danville would simply drop his check in the mail!
The real glory days for Woody Edmondson and Little
Butch, however, were far removed from Sunday afternoon
air shows at little Tobacco Road airports. Their finest
hours would come a hard days flying southward from
Lynchburg at the Miami Air Maneuvers and Air Races.
The first big civilian air show held after World War
II was the 1946 Miami event held the first week in
January. According to the Miami Herald, Woody and
Little Butch opened the show and thus were the first
civilian air show act of the post war era. Little Butch re-
ceived a real workout, being raced as well as flown in the
aerobatic events. N36Y won the Curtiss Trophy Race,
the Aeronca Trophy Race and was second in the aerobatic
event . . . won by Bevo Howard. Woody finished second
to Bevo again in 1947.
In 1948 the first post war International Aerobatic
Championship contest was held as a part of the Miami
Air Maneuvers. This time Woody turned the tables on
Bevo and came out the winner. This win, the high point
in Woody's and Little Butch's careers, is still noted on
both sides of the fuselage of N36Y, just behind the D
windows.
John pours in some petrol preparatory to firing up the
engine for the first time since overhaul. The 23 ft. one
piece wing supports itself quite well without struts.
In 1948 Little Butch was just a pup only seven
years old. It had been built in Orlando, Florida early in
1941 for Billy Coddington of Charlotte, North Carolina
and was test flown on February 3 by Monocoupe presi-
dent, Clare Bunch. All the 110 Specials, since Johnny
Livingston's original, were built on special order, and
Mr. Coddington was on hand for the test flying he even
had the dubious distinction of being in on a forced land-
ing with Butch, fortunately a successful one. In its origi-
nal form N36Y (Ser. No. 7W96) was powered by a 145 hp
Warner and was Monocoupe blue with ivory trim.
During the next 3 years, N36Y went through a series
of owners: Guy Gully of Farrell, Pennsylvania, J. D.
Reed of Houston, Texas and on March 16, 1944, Woody
Edmondson. Oddly enough, the Clipwing was purchased
by Woody strictly for transportation. During World War
II he ran a Contract Pilot Training program at Lynch-
burg and with a national 35 mph speed limit, airliners
impressed into military service, trains and busses cram-
med with G.I.s, travel associated with running his school
was a serious problem. Fast lightplanes such as Stagger-
wings and Howards had also been impressed by Uncle
Sam, so about all that was available were a few pre-war
hotrods declared too hot to handle for use as military
hacks . . . like Clipwing Monocoupes. Woody had owned
36 MAY 1975
a D-145 before the war and as an air show performer had
seen firsthand what an aerobatic ace like Leonard Peter-
son or Johnny Livingston could do with a Clipwing, so he
knew what a diamond in the rough he was getting.
After VJ Day, Woody had to start thinking of ways
his 'Coupe could earn its keep, and as we have already
seen, he fell right back into his old pre-way ways. With-
in months the two were polishing the pylons and dueling
with Bevo Howard at Miami.
It was during this period that N36Y underwent the
transformation to the form that is familiar to aerobatic/
racing aficionados today. First, the plane was given a red
and white sunburst paint job and then a 185 Warner
200 hp for take-off. Woody winces a little to this day when
the subject of the engine change is broached. It cost him
20 grand and more red tape troubles with the feds than
he likes to remember. It took a lot of Asheboros to pay for
the big Warner, but the performance gains were spec-
tacular and the bird was still licensed in the Standard
Category.
After the winning of the aerobatic title in 1948, Woody
picked up Gulf Oil as a sponsor and performed in air
shows all over the east and midwest from 1949 through
1951.
Two very important figures m the restoration of Little
Butch, Elizabeth McCulloch, left, and Beverly Hyde,
"the long suffering wives" of John McCulloch and Ken
Hyde who, according to John, "have to have a sense
of humor when they're married to some kind of airplane
nut!"
With the coming of the Korean War in 1950, air show
activity began to taper off and, concurrently, Woody's
business interests began to take more and more of his
time. It all added up to a gradual decline in the use of
Little Butch during the 50s. The 110 Special is a demand-
ing airplane as far as pilot proficiency is concerned and
Woody knew this, so rather than continuing to risk his
neck and the airplane in only occasional flights, a very
reluctant decision was made in 1960 to sell Little Butch
to air show pilot Johnny Foyle.
Butch apparently did not take kindly to new hands on
the stick. Foyle promptly found himself on his back dur-
ing landing roll-out and after the plane had been rebuilt,
duplicated the feat on the very first test flight . . . in
front of movie cameras, no less. Shortly after the 'Coupe
was rolled back into the late Frank Sadler's shop at
South Boston, Virginia, Johnny Foyle was killed when
his Stearman collided with a T-6 during filming for a TV
show in Florida. In 1965 the remains of Little Butch
were offered for sale by Foyle's estate and a lot of avia-
tion buffs made their way to South Boston to see the fa-
mous little showplane including the author. I didn't
know it at the time, but I just missed the man who came
to buy rather than look Eastern Airlines Captain John
McCulloch, then of Hialeah, Florida. Pushed back in the
corner of a hangar, Little Butch was a sick looking bird
a poignant contrast to the proud world's champion of
my 1948 vintage memories. But John could see beyond
the dust and damage . . . on June 18, 1965 the prize was
his.
John had Carl Poston (the man who in 1950 had
snatched the last factory built 110 Special 1N16EI from
the hands of the local sheriff come to padlock the doors
of a bankrupted Monocoupe company) retrieve Little
Butch's bones and trailer them to Florida. Over the fall
and winter the plane was completely rebuilt, largely by
Monocoupe specialist C. V. Stewart. On March 8, 1966
John test flew N36Y, beginning a love affair that endures
undiminished to this day.
In the early 1950s John McCulloch was in Korea fu-
tilely chasing MIGs with an F-84 while Woody Edmond-
son was still thrilling the air show crowds with Little
Butch back home in John's native North Carolina (Thom-
asville). After mustering out of the Air Force and sign-
ing on with Eastern, John soon came under the Mono-
coupe spell. Something had compelled him to purchase
the late Rusty Heard's D-145 (N86570, Serial Number
D-122). The appreciation he developed for this demand-
ing little 'Coupe was, of course, what eventually prompted
him to acquire Little Butch . . . the ultimate Monocoupe.
That summer John started showing Little Butch on
the fly-in circuit and, fortunately for me, decided to bring
it to Gastonia, N. C. for the fall fly-in of the Carolinas-
Virginia Antique Airplane Foundation (now EAA Chap-
ter 395). After I had taken my 346th slide of the 'Coupe
and related my story of Woody and Butch at Asheboro
in '48 for the 23rd time, John finally realized I was never
going to go away, so he gave in and told me to get in the
right seat and hold the brakes while he propped the
Warner.
From the moment I reached out and pulled the funny
little pentagonal door open and squirmed into the cabin,
I found myself slipping into a near schizophrenic experi-
ence. For the next 30 minutes, every maneuver, every
sensation I experienced, I experienced twice . . . simul-
taneously. The real thing and its mirror image of 18
years before. I was sitting there with my backside strap-
ped to Little Butch loving every second of John's rolls,
How's this for close! John tucks Little Butch right into
the cameraman's lap.
loops, 195 mph passes down the fly-by runway, the high
G pull ups . . . while at the same time I was seeing it
all from the other side of the looking glass. THIS is the
way it felt, the way the world tumbled past the windshield,
the way it sounded from inside the cabin of Little Butch
that warm Sunday in 1948.
That was the most exciting airplane ride I had ever
had . . . it is the most exciting airplane ride I will ever
have. On that September morning yes, it was a Sunday
morning I had about 350 hours of flying time and I had
never flown in an aircraft with this kind of performance.
In short, I was at the most impressionable point of my
flying career. I have been in N36Y several times since
and I have been fortunate to have flown and ridden in a
great number of airplanes since, including a P-51, but
nothing else has and, I know, never will surpass the thrill
of that September 25, 1966 ride. I am simply grateful to
John directly and Woody indirectly for making this mo-
ment of my life what it was . . . and is ... to me.
Throughout the late 60s and early 70s John flew Butch
to fly-ins all over the eastern half of the U. S. from his
home airport in Manassas, Virginia he had been trans-
ferred from Miami to Washington, D. C. by Eastern short-
ly after my Gastonia ride in 1966. He became quite pro-
ficient in aerobatics with the little dude and occasionally
flew an air show. When the Flying Circus began its opera-
tion at Bealeton, Virginia John flew a show there now
and then when his duties as a DC-9 captain allowed. Lit-
tle Butch has not seen a hard life in recent years by any
means, but aerobatics and the simple accumulation of
hours take their toll on any airframe. A couple of years
ago John decided it was high time he had a look at Butch's
innards . . . and it was a good thing he did.
Little Butch is very special to John McCulloch. He is
acutely aware that he possesses a unique historical arti-
fact that, in a larger sense, belongs to all of us. Thus,
when the decision was made to again rebuild the ship,
he wanted the work done by someone who was not only a
highly skilled craftsman, but, just as important, a kindred
spirit, someone who would share his feelings for the air-
plane. He didn't have to look far.
Ken Hyde of Warrenton, Virginia is an American
Airlines Captain . . . and the owner and operator of Vir-
ginia Aviation Company. He has restored a number of
antique airplanes over the years his tongue-in-cheek
named Aeronca C-3, "Speedy", portions of a 1922 Farman
Sport, a Stearman, and, most recently, has been hard at
work on two Curtiss Jennies, just to name a few of interest
Little Butch and owner John McCulloch back in their
element after the airplane's latest restoration.
SPORT AVIATION 37
to antiquers. All have been beautiful pieces of work. Some-
how, John convinced Ken he should squeeze Little Butch
in ahead of the Jennies.
As soon as the 23 foot, one piece wing was removed
and examined, the project took a completely new direc-
tion. Both the main and rear spars were cracked! After
the little cold shiver that was racing up and down his
spine subsided, John was able to reason that his most re-
cent aerobatic flights were not really as near the brink
of disaster as one might initially imagine. The cracks
were in the center of the wing near the points at which it
attaches to the upper fuselage. This wing is so inherently
rigid that it is close akin to being a full cantilever unit.
The addition of heavy struts makes it bridge-like in
strength. In fact, a couple of Clipwings have been rolled
up in balls with the outer portions of the wing smashed
to splinters and in each instance the wing or what was
left of it did not separate from the fuselage. In all
likelihood the airplane could have been flown for years
without incident, so overbuilt is it ... but that was aca-
demic now. The airframe was disassembled, so the only
thing to do was build a new wing.
Back in the days when Woody owned N36Y, it had been
maintained by F. E. "Pop" Hatcher of Lynchburg. When
W. W. "Woody" Edmondson and N36Y as it came from the Monocoupe factory at Orlando, Florida
in February of 1941. It was dark blue with ivory trim. Factory Clipwings were powered with 145 War-
ners and Curtiss Reed props. The "S's" are temporary race numbers. Woody has now retired and
lives in Myrtle Beach, S. C.
38 MAY 1975
John moved to the Washington area, he made it a point to
look Pop up, and the two 3 counting Little Butch
struck up a friendship. After discovering the spar cracks
and coming to the realization that the time that was going
to be necessary to restore the airplane was now roughly
doubled, the decision was made to farm out the wing. Pop
Hatcher was the only logical choice. That way Ken could
concentrate on the rest of the airframe and, if all went
well, the various components would be ready for cover
about the same time.
The pictures accompanying the article tell better
than words the extent of the work that went into this
most recent restoration of Little Butch. The airframe
was completely stripped down to the last nut and bolt, a
new wing was built and the engine was majored. Peeling
away the fabric and paint during the teardown was a sort
of leafing back through the pages of history. The fuselage
tubing bore mute evidence in the form of numerous
splices of past damage. The entire tail section appar-
ently has been off more than once. Interestingly, one
landing gear leg was longer and bent at a different angle
than the other. The cowling was a complete mess, a body
putty salesman's paradise.
All these discrepancies were corrected and as the bird
(Photo Courtesy Richard Austin)
went back together a lot of new goodies were added a
new wood instrument panel finished to glisten like a
piece of fine furniture, floorboards that look just as good,
a black and white upholstery job and a new set of credits
for the airplane oglers to read. Printed in the back of the
fabric covered baggage compartment is the following:
Curtiss Trophy Race . . . . . . . . . . . 1st Place 1946
Aeronca Trophy Race . . . . . . . . . . . 1st Place 1946
Aerobatic Championship . . . . . . . 2nd Place 1946
Aerobatic Championship . . . . . . . 2nd Place 1947
Also, attached to the rear spar, just behind the pilot's
head (in the Monocoupe the top of the cabin is open the
wing bolts right on top of the upper longerons and the
spars are fully exposed . . . the skylight is the roof of the
cabin) are two small plaques. One reads, "This aircraft
restored by Ken Hyde, Va. Aviation Co., Warrenton, Va.",
and the other, "Wing woodwork by F. E. "Pop" Hatcher,
Lynchburg, Va."
With the airframe essentially completed, the freshly
majored Warner was installed and fired up for a ground
check. Much to John's chagrin, a longstanding problem
still persisted a rough left mag. All past efforts had
been for naught, but John was determined that after go-
ing through the airplane the way Ken had, he was not
going to settle for anything less than equal perfection
in the engine compartment. The mags were overhauled
. . . no improvement. A new set of overhauled mags were
obtained . . . still rough. Finally, one day one of the right
mags was substituted for the mysteriously plagued lefts
. . . and the darn engine ran perfectly! Smoother, in fact,
than it ever had since John had owned the airplane. Ap-
parently, for a long time maybe as far back as when the
185 Warner was first installed, the left mag had been in-
correctly timed internally for a Warner. In what must
have been in the face of astronomical odds, the new left
mag was internally timed the same as the old one. With
that problem solved at long last, the plane was buttoned
up and in early October, 1974 was flown off Ken's small
grass strip.
In the air John immediately found Butch was a new
airplane in more ways than one. With the beautiful new
wing fitted with a much smoother leading edge, the bird
just didn't want to quit flying and the top speed had in-
creased from an indicated 155-160 to 170 mph at the
same power setting of 22 inches and 1950 rpm. And since
all was recorded on movie film so he can't lie out of it,
we can tell you it took John three tries to get Little
Butch down on Ken's tiny greensward!
So once again, this famous little Monocoupe has been
given a new lease on life this time perhaps the best
it's ever had. Undoubtedly, the finest tribute to the work
Ken did came from Pop Hatcher. When he saw the com-
pleted airplane for the first time, he walked around it
several times and finally said, "It ain't NEVER looked
like this!" He should know because his name first ap-
pears in Little Butch's logs from nearly 30 years ago! On
the third flight of the newly restored airplane, John
roared down to Lynchburg and had Pop sign the logs
again.
EAAers and aviation enthusiasts will be pleased to
know John McCulloch intends to eventually place N36Y
in the EAA Museum. Further, Woody Edmondson, who
now lives in Myrtle Beach, South Carolina, has accepted
EAA's invitation to participate in its Aviation Greats
program at Oshkosh this summer. The goal is obvious . ..
Woody and Little Butch reunited at Oshkosh '75!
 plastics for
O
3 By Val Wright (EAA 81831)
homebuilding
s, I INCE PUBLICATION OF the recent article on rigid
plastic foams at the 1974 Fly-In (December, 1974, p. 30),
a number of EAA members have expressd interest in
utilizing some of these materials in their homebuilt air-
craft. One point quickly evident to SPORT AVIATION
was the need for additional information on where build-
ers could obtain rigid polyurethane foam and the Dynel"
fabric overlay material, as used in the construction of
Ken Rand's KR-2 and the new miniaturized fighter aircraft
developed by War Aircraft Replicas, Santa Paula, Calif.
Polyurethane (commonly called urethane) foam is
generally favored by builders over the more widely availa-
ble polystyrene foam because of its resistance to solvent
type adhesives and other products which attack PS foam.
The latter, for example, is dissolved by gasoline or polyes-
ter resin, while urethane foam remains unaffected.
Urethane board stock, and Dynel modacrylic fabric
in the 4 oz. weight used by EAA builders, are available
from the following organizations:
Aircraft Spruce & Specialty Co., Box 424, Fullerton,
California 92632
Canadian Rand Aviation, 2 Thorncliffe Park Drive
No. 47, Toronto, Ontario, Canada
Rand Robinson Engineering, Inc., 6171 Cornell Drive,
Huntington Beach, California 92647
Wicks Organ Co., Highland, Illinois 62249
Also in a position to supply the Dynel material to
EAA builders is Noah Lamport, Inc., 2041 Blake Ave.,
Los Angeles, California 90039.
For builders trying to locate sources of rigid urethane
foam in their own areas, here's a useful tip: Your best
bet is to check local classified telephone directories and
other commercial listings for distributors, fabricators
40 MAY 1975
SUPPLY SOURCES FOR
URETHANE FOAM AND DYNEL
OVERLAY FABRIC
516 Wnghtwood Terrace
Libertyville, Illinois 60048
and installers of building insulation. Both in board stock
form and "foamed in place", urethane is one of the most
efficient and widely used of all low-temperature insulat-
ing materials. Since different grades of the material vary
in flammability ratings, builders should check this point
with suppliers and specify a fire-retardant grade if availa-
ble.
Through cooperation of The Upjohn Company, whose
CPR Div. is a major prime supplier of urethane foam ma-
terials and systems, we're listing below a number of fab-
ricators/distributors in 19 states from whom rigid ure-
thane foam sheet and slab stock may be purchased:
Alabama: Shook & Fletcher Insulation Co., P. O.
Box 7337, Mobile 36607. Arizona: Arizona Diversified
Products, 22 E. Lincoln, Phoenix 85004. California: All-
Temp, 2348 Auburn Blvd., Sacramento 95813; Tharco,
265 Hegenberger Rd., Oakland 94615; Vertex, 4200
Charter St., Los Angeles 90058; Thorpe Insulation, 4550
Federal Blvd., San Diego 92101.
Colorado: A. H. Bennett Co., 3201 Brighton Blvd.,
Denver 80216. Florida: Bigham Insulation Co., P. 0.
Box 22146, Ft. Lauderdale 33315. Illinois: Glenrock Co.,
140 W. Lake St., Northlake 60164. (Also in the Chicago
area is Midwest Pipe Covering, 180 Ida Ave., Antioch,
Illinois.)
Iowa: Barton Solvents, 116 Forrest Ave., Des Moines
50301. Maryland: Walter E. Campbell Co., 10721 Tucker
St., Beltsville 20705. Massachusetts: Atlas Insulation
Co., 6 Willows Rd., Ayer 01433. Michigan: W. H. Porter,
Inc., 4240 N. 136th Ave., Holland 49423. Minnesota:
Minnesota Diversified, 2281 Hampden Ave., St. Paul
55114. Missouri: MFG Associates, 3011 Roanoke, Kan-
sas City 64108.
Nebraska: Vaughn Insulation, 2815 N. 22nd St.,
Omaha 68110. New Jersey: Insco Corporation, 109 Gra-
ham Lane, Lodi 07644. New York: Burnett Process, 5928
Court St. Rd., Syracuse 13201. Oklahoma: Davis Inter-
national, P. O. Box 507, Catoosa 74015. Tennessee:
MFG Associates, 1446 S. Cooper, Memphis 38114.
Texas: Houston Foam Plastics, 2019 Brooks, Hous-
ton 77026; Sabine Industries, Inc., 507 Dayton, Orange
77630; Artcraft Industries, Inc., 340 Artcraft Rd., El
Paso 79925. Washington: E. J. Bartells, 700 Powell,
Renton 98055.
 WAG-AERO CUBY . . .
THE REBIRTH OF A LEGEND

By Jack Cox

n r ----

fUBi

4
5 >' "
(Photo by Jack Cox)
Dick Wagner and his CUBy.
-L HE NAME OF only one American lightplane has
ever become a part of the language, a generic noun. Ask
your non-aviation minded neighbor to name a small air-
plane and odds are heavy he will respond with the name
of an airplane that went out of production almost 30 years
ago . . . Piper Cub. Or, just plain Cub.
Since that day in late 1930 when pilot George Kirken-
dall (EAA 35582) nursed the first Cub off the ground,
nearly 22,000 variants have been built. And although the
last of the low powered line was discontinued in 1947,
approximately 3,900 Cubs (E-2 through J-3) remain on
FAA's books today . . . apparently not nearly enough to
go around for those who want to own one. Any devoted
reader of Trade-A-Plane can tell you that the price of
Cubs has risen dramatically in the past four or five years.
In a recent issue the Cubs listed had an average asking
price of $4281, and one was being offered for a cool six
and a half grand! All this for an airplane that sold new
for $2195 (faO in 1946.
Why the Cub? Why is this modest performing little
(Raettig Photo Service) puddle jumper enjoying such an amazing revival in the
One of the identification features of a CUBy a trim 1970s? Perhaps we can lay the phenomenon at the feet
tab to replace the J-3's jack screw trim system. of the nostalgia fad that has had the U. S. locked in its
grip for half a decade now. Perhaps we can point to the
energy crunch and the realization that it is not going to
go away and the consequent decision on the part of
many that recreation must hereafter be taken close to
home in something that is inexpensive to operate. It
could be that many are now looking at the once humble
Cub as a significant and therefore valuable artifact of
aviation history the airplane that has probably trained
more people to fly than any other, the airplane that went
off to war as the L-4 and distinguished itself in combat
zones around the globe, the airplane that more than any
other has made the general public aware and once ap-
preciative of little, privately owned planes. For others
the Cub is undoubtedly a personal means of escape, of
rebellion from an increasingly impersonal, mechanized,
computerized, ATCed, TCAed world . . . a retrogression
to happier, simpler days. There may even be a few who see
the Cub as a sound investment, a hedge against inflation.
(Photo by Lee Fray) And, finally, there's that bunch of Cub Lovers who simply
The basic fuselage structure of the Wag-Aero CUBy. think the little yellow bird is the most fun of anything
This is Paul Poberezny's airplane. SPORT AVIATION 41

they have ever flown . . . and they just have to have one.
Whether for one or all of the above reasons, there is a
market for Cubs today. The used Cub business has been
brisk since the late 40's and several aviation supply
houses have made their mark by specializing in Cub parts,
most notably Wag-Aero, Inc. of Lyons, Wisconsin, a tiny
village almost in sight of the famed Playboy Club at near-
by Lake Geneva. Wag-Aero is Dick Wagner (EAA 25491),
a North Central Airlines Captain who has parlayed a sin-
gle mail order product wing spar inspection hole covers
for Luscombes into one of the largest and most success-
ful after-market aviation product manufacturing and
supply firms in the world. Early in the growth of Wag-
Aero, a line of Cub parts was developed fuel tanks,
exhaust systems and mufflers, cowling assemblies, land-
ing gears, stabilizer jack screw assemblies, boot cowls, in-
strument panels, hub caps, wing spars, lift struts, upper
and lower doors, complete tail assemblies, wing tanks,
leading edge skins, throttle and cabin heat control cables,
wing compression tube members, windshields, instru-
ments with the Cub emblem imprinted on their faces,
floor boards, fairings, wing tip bows, engine mounts, re-
placement wing ribs, and scores of smaller goodies . . .
in other words, everything one would need to assemble
a J-3 except a basic fuselage frame. Dick wanted to sup-
ply that, also.
A long time J-3 fancier and owner of quite a number
of them, along with Vagabonds, J-5s and even an Aztec,
42 MAY 1975
(Color Photos by Jack Cox)
Dick's dream has been to purchase the rights to the J-3
from Piper and put it into production again on a limited
basis. He has not been alone in this and, apparently,
Piper has been unmercifully harassed down through the
years by persons wanting the J-3 for their very own. Some,
of course, have been outright crackpots and this com-
bined with Piper's fear that somehow their good name
might become sullied, has caused them to turn down
everyone, crackpot and serious contender alike.
Dick Wagner has persisted, however, and now has
taken a different tack. A biplane buff he owns a Waco
UPF-7 Dick was impressed with EAA's Acro Sport and
became one of the first supply houses to make a ma-
terials kit available for it. This experience crystalized
his thoughts regarding the realization of his Cub dreams
. . . if he couldn't get the rights to the ATCed Piper J-3
Cub, he would come up with a kit for a nearly identical
airplane and sell it to homebuilders.
Before proceeding into such a venture, Dick had his
attorneys thoroughly check out the legal ramifications.
They concluded that as long as the kits were not purport-
ed to be genuine Piper J-3 Cubs and were not named Piper
J-3 Cubs, then there should not be a problem. He also
contacted Piper and completely filled them in on his in-
tentions and has kept them informed as the project
has developed.
From the beginning, Dick realized certain changes
would have to be made in his homebuilt design from that
of Piper's J-3 to make the task of the homebuilder easier
 or even possible. The wing was the biggest nut to
crack. Pre-war Cubs had wood spars and the post war
editions had metal spars obviously, reverting to the
pre-war spruce spars would be better for homebuilders.
Ribs on pre- and post-war Cub wings were riveted alumi-
num affairs that would be difficult for the basement
craftsman, so a built-up wood rib was designed, lofted
to assume the fat profile of the USA 35B airfoil that all
Piper products used until the Comanche came along. The
Wag-Aero ribs are constructed of V-t" x V4" cap strip ma-
terial and the usual ply gussets.
The front and rear spars were made V6" deeper than
Piper originals and the leading edge material .020 2024
T-3, which is a little more substantial than the easily
dented J-3 leading edges. The Wag-Aero wing, as it
evolved, is actually a sort of combination of the pre-
and post-war versions, taking the best features of each.
The post-war metal spar wing's Friese-type ailerons are
used along with the pre-war wood spars, for instance.
The rest of the wing compression tubes, ash wing
tip bows, drag and anti-drag tie rods, and fittings are (Raettig Photo Service)
interchangeable with those in Piper wings. 13'/2 gallon Although the prototype CUBy has a trim tab system,
wing tanks are available for either panel. the fuselage structure for installation of a Piper J-3
The Wag-Aero fuselage is dimensionally identical to jack screw trim system is in place.
a Piper J-3 . . . only the wall thickness of a few tubes at
the front of the fuselage are greater so as to accommo-
date engines up to the 125 Lycoming. A major improve-
ment is the fact that the entire frame is welded up with
4130 tubular steel rather than 1025 as in the Pipers.
Another improvement is the left side window which
swings out just as does the top portion of the door on the
right side of the cockpit. This will be a welcomed fea-
ture to old Cub pilots who remember that the first time
one slid the old windows up and down, they became
scratched permanently.
The tail surfaces of the Wag-Aero plane are actually
the replacement parts for J-3's that Aero Fabricators,
another Wagner company, has been building for a num-
ber of years . . . with one exception. The Piper J-3 used a
trim system which incorporated a jack screw that raised
and lowered the leading edge of the horizontal stabilizer.
The jack screw was actuated by a continuous loop cable
between it and a small crank in the cabin. It was a source
of trouble the jack screw had to be kept clean and well
lubricated and when the cable became stretched through (Raettig Photo Service)
continuous use, would slip rendering the trim system use- Randy Gustafson, left, sets the stick control in place
less. Also, pilots and line personnel could never resist the on N3WA, the prototype CUBy, while Don Oberhart
temptation to hoist the tail of the airplane by lifting on works on Serial Number 2. That's an EAA Acro Sport
the stabilizer . . . thus putting the weight of the entire fuselage on the sawhorses.
tail section on the jack screw. A definite no-no. The Wag-
Aero airplane has a trim tab on the trailing edge of the
left elevator. For those who still want the old jack screw
system, all the attachment brackets will be included in
the plans.
The rest of the airplane is made up of new Aero Fabri-
cators J-3 replacement parts and components.
Late last year the decision was made to go ahead with
the project and jigs were immediately started. By that
time a name had also been decided upon . . . the Wag-
Aero CUBy Sport Trainer (say "cubbie"). In 56 working
days the Wag-Aero crew whipped out the CUBy struc-
ture, covered it with the Stits process from Poly-Fiber
to Aero-Thane and installed a freshly majored Conti-
nental C-85. As the color pictures accompanying the ar-
ticle clearly illustrate, the final paint job is ... shall we
say, unconventional? Dick Wagner's explanation is sim-
ple "Everyone will want to take two pictures of it."
As a practical matter, he had to do something to keep
people from walking right past "just another yellow Cub", (Raettig Photo Service)
and the CUBy's court jester's suit of half yellow and half Francis Dahlman inspects the all-wood Wag-Aero CUBy
green certainly accomplishes that! Although it sounds wings. A 131/2 gallon wing tank was later installed in the
awful, the effect is startling only at first. After a while it left wing.
44 MAY 1975

(Photo by Jack Cox)
N3WA in the final stages of construction in Wag-Aero's
airport shop.
(Photo by Jack Cox)
FAA inspector Joe Siemer, left, and Dick Wagner pose
with the prototype CUBy. Siemer had just presented
Dick with the experimental airworthiness certificate.
After the picture taking, the wheel pants were removed
and skis were installed for the first test flight.
(Raettig Photo Service)
Cabin structure details.
begins to grow on you. A lot of people who have seen the
CUBy, including the author, like the green side with yel-
low trim. We're going to predict a lot of CUBy builders
will choose the green for their bird, and that there will
be some more half green/half yellow jobs, also. The atten-
tion that paint job will get at every stop will be too much
for some to resist.
For those of you who like to mark the occurrence of
significant events, check Wednesday, March 12, 1975 on
your date book. It was a cold, blustery, overcast day and a
good four inches of snow blanketed the Wisconsin coun-
tryside. Anticipating such a circumstance, skis were wait-
ing at the ready. After FAA inspector Joe Siemer (who
followed the project from beginning to end and went out
of his way to help keep work on schedule) handed Dick
the coveted airworthiness certificate, everything was go.
As the CUBy was being pulled out on the snow, a call
was made to the Wag-Aero office for all hands to turn out
and come up the hill to the company's private strip to
watch the object of their recent labors take to the air for
the first time.
With his family, employees, Paul and Audrey Pober-
ezny, who drove up just in time, a couple of EAAers from
Michigan, Wayne Fredline and Vie Hansen, who had
driven over to Lyons for parts, and the author standing
on the sideline, Dick poured on the coal and seconds later
lifted off for the first time. The name was changed and
the color certainly was different, but all of us were aware
we were witness to the rebirth of an aviation legend.
Paul and Audrey Poberezny had a special interest in
the flight of the CUBy. After Audrey heard about the
project, she secretly arranged to purchase the first kit
for Paul for Christmas. President Paul is a hard man to
keep secrets from, but Audrey really put it over on him
on this occasion. Remember when you got a model air-
plane for Christmas and dashed off to your workbench to
start work on it even before opening the rest of your pre-
sents? Well, that was Paul and his new "toy". For a time,
there was some question whether Paul would complete
his CUBy before Wag-Aero's . . . but the press of EAA busi-
ness soon began to cut into his after hours and weekends,
as usual, and progress has slowed. By the time you are
reading this, however, Paul's CUBy will be nearing com-
pletion. It will be painted black with yellow trim and will
have the registration number N23254. This paint scheme
and N-number will make the plane a duplicate of Paul's
first Piper Cub.
As of this writing (late March), the flight restrictions
are being flown off the CUBy and Bill Blake is finishing
up the plans. The prototype came out at an empty weight
of 695 pounds and 769 with wheel pants, the C-85, a
metal prop, 13'/2 gallon tank in the left wing and a built-
in ski rack behind the rear seat. Flight testing to date
has been uneventful, including spins. "It flies like a Cub"
has a special significance in this case and is, perhaps, the
finest compliment the plane will ever get.
The Number Three CUBy is already under construc-
tion by Wag-Aero and will outwardly resemble the Piper
PA-11, the fully cowled transition model of the Piper
Cub that eventually led to the PA-18 Super Cub. This
CUBy will be powered by a 75 hp Limbach engine, which
is distributed in North America by Wag-Aero.
Information on plans, kits, prices, etc. for the CUBy
is available from Wag-Aero, Box 181, North Road, Lyons,
Wisconsin 53148.
Upon hearing of the CUBy for the first time, one
EAAer was overheard to say, "Guess it had to happen
sooner or later, what with all the replicas being built
today". Nothing has to happen, of course, but a whole
new generation of Cub . . . er, CUBy owners will be glad
it did if they have just half the fun with their airplanes
as us present and past Piper Cub owners have had.
SPORT AVIATION 45
46 MAY 1975
 i&'

*m SPORT AVIATION 4,'


I,'M NOT QUITE sure when the idea to huild a Sopwith
Pup first occurred to me. Of one thing I'm sure the first
stray thoughts in that direction came during 1955-56. At
that time I was re-building a Heath Parasol, a project I
would have given up if it hadn't been for George Hardie,
Jr. of EAA. His letters and encouragement on the Heath
project saw me through to a certain day in 1958 when I test
flew the Heath Parasol at Croydon Airport. Thank you,
George, for the many happy hours I flew in the Heath
before I had to part with it.
Early research on the Sopwith Pup took me first to
Hawker-Siddley at Kingston-upon-Thames. I contacted
the Managing Director and asked if the original Sopwith
Pup drawings were still in existence. After some days I
received a letter from Hawkers stating that inquiries
revealed that all drawings of the old Sopwith Aviation
Co. Ltd. were destroyed in the early 1920's.
My next line of attack in the search for drawings was
visits to the Science Museum and the Imperial War Mu-
seum. At the Imperial War Museum I struck pay dirt when
I found eight drawings of the Pup fuselage, plus a general
arrangement drawing, but not enough information to en-
able me to build a Pup.
At this stage I made up my mind to shelve the project.
I had already written many letters to British museums
and various other well-informed people, in the hope that
a lead on the remains of a Pup could be obtained. All my
letters had received negative replies, so that avenue
closed up.
48 MAY 1975
THE SAGA OF SOPWITH
PUP N 5182
By K. C. D. St. Cyrien, M.B.E.
One Kongsley Close
Horley, Surrey, England
Suddenly, out of the blue, I received a telephone call
from the Managing Director at Hawkers. Did I still want
the Sopwith Pup drawings? A clerk at their drawing of-
fice had discovered all the early Sopwith drawings during
a search for more modern but elusive drawings. In due
course some 40 pounds of drawings found their way to
where I was living in Dorking to be followed equally
quickly by two security men. Please, could they have the
drawings back. The official secret act, you know it
lasts 50 years. Now that I had the drawings, I hung onto
them. But it took the personal intervention of the Minis-
ter of Defense to get the drawings off the official secret
list! Sometime later Jack Canary wrote to me from the
U.S.A. regarding the Sopwith Snipe drawings, and I had
the pleasure of referring him to Hawkers.
Now that I had the drawings it seemed to me that I
ought to be able to build a Pup replica in about two years.
I registered the aircraft with the British Air Registration
Board, and a friend in high places reserved the registra-
tion G-APUP for me.
Inquiries to the Sopwith Apprentices Assn. brought
a letter with the exciting information that the Sopwith
Aviation Co.'s chief designer, Mr. R. A. Ashfield, was still
alive and living just outside of Kingston-upon-Thames. I
wrote to Mr. Ashfield and received an invitation to visit
him and discuss the project. This I did, and over the next
few years Mr. Ashfield became a friend who was never too
busy to clear up the various problems on the Pup con-
struction. Many hours I spent listening to the early his-
tory of the Sopwith Aviation Co. Mr. Ashfield, who per-
sonally designed such aircraft as the Pup, Camel and Tri-
plane, and who also designed all of the early Sopwith air-
craft, is still alive today at 86 years of age, I am happy to
say.
I now had drawings, material was on order, and the
Pup designer had agreed to help with problems. All I
needed was an engine. I discovered that the British Science
Museum had two Le Rhone rotary engines which had been
in storage at that time for some 40 years. Inquiries to the
museum brought a polite reply that, although they didn't
require the engines, strict regulations made it impossible
to part with one, even on loan. After a year of trying all
the methods I knew to shake loose an engine from the
museum, all to no avail, I gave up.
At this stage I came in contact with the first of sever-
al sharp types who asked for help in constructing a Pup.
With most I'm willing to give them the "benefit of the
doubt", but one in particular proved to be completely
without conscience. From Holly, Michigan came a letter
from a Mr. H. Leslie Groves stating that he had found a
Sopwith Pup hanging in a barn. Groves said he had ob-
tained the aircraft, rebuilt it and sold it to the Dutch
government for their aviation museum. (Later inquiries
made through the Dutch Military Attache indicated that
they had never bought a Sopwith Pup since the 1919's, and
in any case they did not have an actual aviation museum
at that time.) Groves wrote that he had an 80 hp Gnome
rotary which had been running about two years earlier.
If I could obtain two old type lightplane aircraft engines
he would let me have the Gnome in exchange.
Various contacts of mine spent months searching and
turned up a 30 hp Scott "Flying Squirrel" and a 20 hp
Douglas "Sprite" engine. Both engines were complete
and in good condition. Here in England at that time small
aero engines were like gold dust, and although the owners
didn't ask gold dust for them, they did cost quite a lot
of money.
I crated up both engines and shipped them off to De- Photograph of Flight Lt. E. R. Grange. D.S.C., Croix De
troit. A few weeks later I wrote to ask if the engines had Guerre. RNAS, taken in 1917 while on sick leave, having
arrived. Four letters later I hadn't received a reply. After been wounded in combat. Grange, a Canadian and still
six months, I wrote to the British Air Attache in Wash- living in Canada, was the first pilot of N-5182.
ington and told him I couldn't get a reply from Groves.
Then three weeks later Groves wrote that he had shipped
the Gnome engine. At last things were moving!
Some three months later a letter came from the cus- The Colonel suggested that we come back the next day
toms authorities at the London docks asking me to clear by then the French Air Force would rig up some sort of
an old engine and take it away. I drove straight to Lon- lighting.
don and a customs officer showed me the engine. It was The next day when I arrived at the hangar some por-
a solid ball of rust. At some time it had been in a fire and table lighting had been rigged up. What a sight met my
it was possible to push a finger through one cylinder which eyes! Everywhere there was the dust of ages and large
was completely rusted through. The customs officer stated cobwebs festooned everything. As we moved along the
that customs duties were not going to be claimed because inside of the hangar the lights lit up the remains of old
the engine was only suitable for scrap. I took the "en- aircraft and engines. At the far end of the hangar I found
gine" home, and you can imagine my feelings! I wrote to an aircraft which resembled a dark mound of bits and
Mr. Groves several times but as I could get no reply, gave pieces. On top rested an 80 hp Le Rhone with the remains
the whole thing up as a bad job. of a propeller attached! The prop had become de-laminated
Around about this time my job started to take me all but it was just possible to read "Sopwith Scout" stamped
over the world, with the exception of the Americas. Vari- on the boss.
ous friends from all the different countries I visited all I moved one of the wings which was lying on top of the
helped in the search for Sopwith Pup parts and for an en- fuselage. It fell to the ground raising clouds of dust. The
gine. A lead at last took me to a military museum in fuselage could now be seen but it was impossible to iden-
France. But it took two years to persuade the Colonel in tify the actual type. The machine gun, under-carriage and
charge to show me their very large stores. instruments were missing but from the tattered remains
Then one winter's day I was taken to a very old air- of fabric on the wings and fuselage it was most certainly
ship hangar. "This is our reserve store," said the Colonel. a British machine. After some six hours of laying out the
"It was opened about 10 years ago. In fact, I am informed parts and inspecting it was clear that this was actually a
that it has only been opened about four times since 1920. Sopwith Pup. The engine had a brass plate wired to the
The material stored here is either incomplete or badly push rods on which was stamped "N 5182". The remains
damaged." It took some time to find a key to fit a side of the fabric at the rear was cut away and the lights'showed
door. Inside it was very dark and little could be seen in the the remains of the serial number. This was Sopwith Pup
dim light that filtered through the overhead skylights. N 5182!
SPORT AVIATION 49
 Flight Lt. A. R. Little, D.S.O. and Bar, D.S.C. and Bar,
Croix De Guerre, who took over N-5182 from E. R. Grange
and shot down a number of German aircraft. He tangled
with Von Richthofen while flying N-5182.

The prototype Sopwith Pup. Was powered with a 50 hp

Gnome rotary and had warpable wings.

By this time my helpers from the French Air Force
and I were covered with dirt and grime. The Colonel sug-
gested that we close the hangar and clean ourselves up.
When I was alone with him I asked him if he would let
me have the Pup. This caused him some problems. First,
the stores were not to be shown to visitors like me. Sec-
ondly, his records showed the engine as belonging to the
museum but the airframe belonged to the French Air
Force. He said it might be possible to obtain release of the
engine to the British Ministry of Defense, but the Air
Force could not release the airframe. There was a law
against removing war material from France.
It took two years to get the engine handed over to the
British Ministry of Defense. To help things along, the
French Air Force flew the 80 hp Le Rhone to England.
On one of my visits to France the Colonel told me that dur-
ing the late war he had been flying in England and that
he had been shown much kindness by the British people.
In view of this he had discussed the Sopwith aircraft with
his superiors and the stores officer. It was agreed that I
could take the Pup but only a piece at a time! Officially,
the French Air Force knew nothing about the Pup or its
removal. It was my problem how I got the pieces out of
France.
It took several years to get all the pieces back to Eng-
land. The various airlines were of considerable help in
flying the parts back free of charge. The first two or
three times I went through British customs and declared
my baggage as "Sopwith Pup parts". I was met with frank
disbelief, but on the remainder of the trips the customs
officers were very helpful.
As soon as I had the most of the Pup parts back in Eng-
50 MAY 1975
land I started to sell off the replica parts. Some went to
George Neal in Canada who built a very nice Pup him-
self. Most of the remainder of the replica went to a U. S.
Air Force officer who diverted an Atlas aircraft from Buf-
falo Falls, USA to Mildenhall Air Force Base near Cam-
bridge, England to collect them!
About this time I went to live some 100 miles north
of London. The Pup went with me and I left my house
empty. At a later date when I visited my house in Hor-
ley I found that squatters had moved into it. They stole
my mail, money and anything else they could get their
hands on. It took quite a few police to move them out. If
any of my friends in the U.S. wonder why they received
no reply to their letters, I'm afraid the squatters had
them. Some three years later I moved back, towing the
Pup on jury wheels all the way behind my car.
During the rebuilding of the Pup I had a visit from Mr.
Ron Shelley. He brought with him some of the original
parts and instruments from the Sopwith S.L.T.P. This
was the original prototype of the Pup (see photo). These
parts were used to replace those missing from Pup N 5182.
Many people came to visit during construction, but I made
no mention of the fact that the aircraft was original, as
it was difficult to work out the legal position as to its
ownership.
During the rebuild it was necessary to replace much of
the original wood in the longerons and wing spars. As ash
to the high quality required was not commercially availa-
ble, a friend of mine who was at that time Managing
Director of a woodwork company, decided to let me have
enough ash to make four longerons. He told me later they
had reserved this wood for work on the Royal box at the
Ascot race course. In the old days of Queen Elizabeth I
1 would have probably ended up as a prisoner in the Tower
of London!
Now the fuselage was well underway so I decided it
was about time to think about getting it up on its wheels.
The undercarriage legs were a special streamlined steel
tubing, as were the outline of the fin, rudder and trail-
ing edge of the wings. Once again I contacted Hawker-
Siddley Ltd. to ask if by any chance their stores had any of
the special streamlined tubing left over from the 1914/18
War. I got the expected reply, "Sorry, nothing." I then
contacted the original manufacturer of the steel. Yes, they
still had the tools and could "draw" the special stream-
lined tubes to deliver in 12 weeks. As it turned out, once
more I had a stroke of luck.
For some years each time I was in London I visited a
very large scrap yard which purchased scrap metal from
all the various aircraft manufacturers and the Royal Air
Force. It was my fond hope that by luck I might one day
find a rotary engine in the scrap yard. Before World War
2 this company used to deal in Avro 504 parts and rotary
engines. But I never came across one. Some three weeks
after my visit to Hawkers after streamlined tubing I was
in the scrap yard and noticed a lorry unloading a pile of
Rebuilt fuselage of N-5182. Note the simple bungee cord
shock system employed in the landing gear.

Rebuilt fuselage of N-5182 showing the wire braced,

wood fuselage that was typical of the state of the art in
aircraft construction of the World War I period.

Trial fitting of the 80 hp Le Rhone. The prop was from an

AVRO 504 and was installed here for photo effect only.

steel tubes. Some of the tubes looked interesting. Twenty

minutes with the Pup drawings and a steel rule and I found
every piece of steel tube ever used on the Pup. The lorry
driver told me all the material had come from Hawkers! I
bought just enough tube for the Pup the cost was just
one old English penny for each foot length. After I left
the scrap yard and was well on my way home, I thought,
"How stupid of me! I should have bought all the steel tubes
to give myself enough spares should I need them." I went
back the next day, but the tubes had gone for salvage. How-
ever, I consoled myself that I still had the extra supply
coming from the original British manufacturer.
For some time I had been thinking about the overhaul
of the 80 hp Le Rhone rotary engine. Some eight years
earlier I had received a half-promise from the Royal Air-
craft Establishment to rebuild a rotary if I ever managed
to obtain one. I telephoned the very senior engineer I
had talked to eight years earlier. He remembered our
conversation but was retiring in a short while (in fact,
the next day was to be his last). Could he call me back?
Next day I received his call. Deliver it to the Royal Air-
craft Establishment experimental hangar. The R.A.E.
could rebuild that engine as good as new, if not better!
SPORT AVIATION 51
 I was still short a bloc-tube carburetor, but I knew of
one attached to a Le Rhone engine in a museum in Brus-
sels, Belgium. Apart from the natural reluctance of the
museum to part with anything, this carburetor was fitted
to an engine behind which the great Belgian ace, Willy
Coppens, had sat during his combats! I visited the museum
with the British Air Attache and talked to the museum
Director. At long last he agreed to release the bloc-tube
carburetor if the British Ministry of Defense asked the
Belgian Ministry of Defense for it. Some two years later
it was posted to me in the diplomatic bag from Brussels.
Around this time I obtained a B.T.H. (British Thomp-
son Houston) magneto from Finland. The complete rebuild
of this magneto caused me no trouble. I worked for the As-
sociated Electric Industries Ltd., one of the biggest elec-
trical companies in the world. It had bought the old B.T.H.
Company. They rebuilt two original magnetos for me
and one of the engineers involved wrote to tell me that in
1914 he was one of the engineers who copied the German
Bosch magneto for the British aircraft engine manufac-
turers.
From Lincoln in the English Midlands I obtained a
pair of Sopwith Pup wheels which had been fitted to a hand

This view shows the mounting of the Vickers machine

gun and fuel tank.

The Pup's instrument panel. Some spare instruments

are installed for this picture originals were out for
overhaul at the time. The small crank at the left actuates
the round object behind the panel, the belt winding drum
for the machine gun.

Tail section of N-5182.

cart by an old R.F.C. fitter. The wheels were still fitted

with the original beaded edge tires and inner tubes, and
when pumped up still retained the air. I sent the wheels
to the Dunlop Rubber Co. who rebuilt them with new
modern rims and spokes, using the original hubs and bear-
ings.
Vickers Ltd. at Weybridge (now the British Aircraft
Corporation Ltd.) had offered help with the rebuilding of
metal parts, or remaking of parts which were no longer
airworthy. During one of my many visits I brought up the
question of obtaining a Vickers .303 machine gun. Al-
most immediately they produced an original Vickers ma-
chine gun from their museum and presented it to the pro-
ject. It was an original Mark I model from World War 1.
I had the Sopwith Kauper interrupter from the French
museum, so now the gun problem was tied up.
On one of my visits to France I discovered that some-
one had a French-built Sopwith IV> Strutter. It took me
six months to find the owner, only to be told that he had
sold it to M. Jean Salis, a veteran airman well known in
France (now, alas, since deceased). I traced Jean Salis
to a house some miles outside of Paris, and his wife told
me he was at his airfield only a short distance away. I fol-
lowed a small path through a wood and found myself close
52 M A .
to a hangar. Inside I saw a very tall old man, typically
French, working on a 50 hp Gnome rotary. I said, "Bon
jour, Monsieur Salis?" The Frenchman looked at me with
the bluest of blue eyes and replied in English with a pub-
lic school accent, "He is over there," pointing to another
man who was working on an early Bleriot. It turned out
that the Frenchman had been to school in England, served
as a pilot in the Armes de L'Air in World War 1, and then
with a Royal Flying Corps squadron on loan hence the
good English.
Jean Salis kindly showed me his collection of early
aircraft and many rotary engines. But again I could not
persuade him to part with one. During the wonderful
French dinner I had at his house he told me that he had
known Bleriot very well and that for a time in World
War 1 he was a Sopwith 1 '/> Strutter test pilot. Today Jean
Salis is a part of French aviation history.
Some ten years had now passed since I first started
the Pup project. An almost original fuselage stood in my
garage, while my car stood outside in the road rusting
away. For one reason or another the project hardly moved
during the next three years. I collected a few more parts View of the pilot's seat, belt winding drum, ejector tube
but made little progress. And then the Pup started grow- for spent rounds and the ammo magazine. Also notice
ing again! the light but intricate metal fittings.
For nearly ten years I had been searching for an origi-
nal Sopwith Pup propeller, but I couldn't find one any-
where. Then a chance visit to a technical museum in Birm-
ingham to look at a Spitfire. There hanging on the wall
was a perfect Sopwith Pup Lang propeller. Again persua-
sion had to be used. It's strange how valuable an object
becomes to someone else when only you have a need for
it! After some months I managed to agree to an exchange,
and drove home the 150 miles with my prize.
The Pup had now grown too big for my garage, so a
friend loaned me the use of a barn. I rebuilt the wings in
part of the barn, but found that his children had damaged
my beautiful propeller and the fabric on the fuselage. It
was quite clear that if the Pup was to survive it would have
to be moved. About this time I had a visit from Eric Skind-
ley, who claimed to have space available free of charge at a
local airfield called "Fairoaks". I visited the airfield, saw
the working space which was just what I needed. Skind-
ley also promised a team of aircraft workers would fin-
ish the Pup construction for me if I would act as consul-
tant. I could already see the finished Sopwith Pup sitting Vital engine parts that had to be overhauled to new toler-
on the tarmac ready for its first flight within a few weeks. ances before the Pup was to fly. In the middle and at the
After sitting around the aerodrome for a month wait- left are parts of the oil pump, at the upper right is a bloc-
ing for the "team" to turn up, I began to smell a rat. I then type carburetor and a piston is at the lower right. That
started to ask people the questions I should have asked 1916 carburetor looks suspiciously like the "new" in-
before taking the Pup to the airfield. Eric Skindley was a jector carburetors being used on homebuilts today!
"con" man and was showing the Pup to all and sundry as
his Pup. And it seemed the space would have to be paid
for. Not having any money to pay for it, there seemed to be
the possibility I might have to sell the Pup fuselage so that
I could pay the outstanding charges. And of course there
wasn't a "team".
When I first visited Fairoaks airfield, I had met the
C.F.I, and Manager, George Young, who had shown an in-
terest in the Pup and listened to the story of how it had
reached its present stage. When George heard of my prob-
lems, he freely made space available in the engineering
hangar, allowed full use of the engineering facilities, and
allowed me to use the knowledge of his engineering staff.
The staff were experts on the rebuilding of Tiger Moth
aircraft as well as other types. Without the help given by
George Young the Pup would never have gotten into the
air. How can light aviation ever die with such grand peo-
ple as George Young around?
At this stage of construction a young engineer who N-5182's original French-built 80 hp Le Rone being re-
had a collection of World War 2 military vehicles offered built at the Royal Aircraft Establishment at Farnborough,
his services as fitter, rigger, engineer and odd job man. England.
From the time we both started working on the completion
SPORT AVIATION 53
N-5182 at Fairoaks Aerodrome on the day it was first
completely assembled after 16 years of research and
restoration. Markings were still incomplete.

of the wings to the day the Pup flew, I worked some 1500
hours on the project and Mike Johns worked just as many.
He showed true devotion, working in the cold and damp,
all hours of the day and night. When the aircraft was com-
pleted, Mike made the 80 hp Le Rhone engine his respon-
sibility, and to see him swing that nine foot propeller is
quite exciting.
During ground runs of the engine it was difficult to
get full revolutions, but as the engine had been completely
rebuilt by the Royal Aircraft Establishment it was felt
that in flight the engine would give much higher revs.
At last the great day arrived! The Pup was pushed out
of the hangar. Everything was checked over at least twice,
and the test pilot was waiting. I had intended to test fly
the Pup myself. However, I had let my pilot's license ex-
pire some years before, as every spare penny I had went
towards building the Pup. Nevertheless we had the serv-
ices of one of the finest test pilots available, Neil Williams.
Neil flew the Sopwith Dove in the famous Shuttleworth
collection, and was therefore ideal to comment on the
handling of Pup N 5182. He is also an ex-Farnborough test
pilot.
A small group of well-wishers gathered on the tarmac.
Neil climbed in the cockpit. Mike swung the propeller. The
trusty Le Rhone fired, and after a few anxious moments
while Neil checked the engine revs, etc., a short taxi run
to the grass runway, a turn into the wind, the Pup's tail
came up and almost immediately the Pup was in the air.
I had expected Neil to do two or three short hops, but it
was quite clear that he wasn't wasting his time with such

Mike Johns, left, and the author, K. C. D. St. Cyrien,

after Mr. St. Cyrien had completed the taxi trials of
N-5182.
54 MAY 1975
preliminaries. He climbed N 5182 up to 1500 feet and for
the next quarter hour did steep turns and stalls over the
air field. All too soon the Pup rejoined the circuit, turned
on final and landed. As Neil taxied into dispersal, the well-
wishers cheered. N 5182 had flown again!
As soon as possible I asked Neil, "What was it like?
How did it fly?"
"There will be a written report," said Neil. And here
it is
FLIGHT REPORT ON SOPWITH "PUP" N 5182
Place: Fairoaks Aerodrome, Chobham, Surrey
Purpose: Initial flight
Date: 11 August 1973 Take-off: 1835 local time
Time: 15 minutes
Introduction
The purpose of the flight was to prove the aircraft in
flight and to note any primary handling problems.
Conditions relevant to flight
The wind was NE, less than 5 Kts. The sky was clear
and there was no turbulence. Approximately 3 gallons of
petrol was aboard.
Starting
The engine was reluctant to start and there seemed
to be insufficient priming fuel available. Smooth running
at high power was achieved on the chocks with the air
lever vertical and the fine adjustment ' inch ahead of it.
Taxiing
Engine handling was normal for the type. Wing tip
assistance was found necessary to steer on the ground.
Take-Off
The aircraft was aligned into the wind and full power
was applied. The lever positions found on the chocks were
used, but the engine would not develop full revs, nor would
it run smoothly. The optimum lever position to give the
highest power available were quickly found, but these
differed from the static positions during acceleration and
when the aircraft reached the flying attitude. This was
achieved with the stick well forward, and as the tail lifted
the aircraft felt directionally "loose" with less rudder
response. However, there was sufficient control to main-
tain direction and the aircraft was allowed to run straight
with its tail up. Although the engine sounded rough and
was not giving full power, it was felt that there was ade-
quate thrust for flight. Also, although rough, it was steady.
The aircraft flew itself off the ground, and was found to be
tail heavy. A careful climb-out path was followed to allow
for a possible engine failure at any time. However, the
engine continued to run steadily though roughly at 1800
rpm indicated.
Flight
The aircraft was positioned over the approach at 1200
feet as a safety precaution and the following points
emerged:
1. The machine was out of trim longitudinally, nose
up, and required a push force of 5 to 15 lbs. through the
speed range tested; i.e., from 37 to 90 mph. This push
force precluded lateral and directional tests proper, there
being no trimmer. When the aircraft was allowed to com-
mence a pitch-up maneuver, a large amount of forward
elevator was required to arrest it. At 90 mph the stick was
about 2 inches from fully forward.
2. There was no noticeable wing heaviness, and nor-
mal rudder settings produced balanced flight.
3. The aircraft was brought to the stall, power off,
and this occurred without warning at an estimated 37
mph. The stall was very gentle and was marked by a small
nose-down pitch. There was no wing drop and no ten-
dency for the engine to stop.
4. Turns were made in both directions, up to 75" bank,
and the turns to the right felt more comfortable. Coinci-
dent with the slight increase in acceleration in these
turns was a sudden smoothing out of the engine together
with a noticeable increase in power, with the rpm increas-
ing from 1800 to 2150 indicated.
5. The level speed stabilized at 70 mph, but when the
aircraft was dived to 90 mph, the engine speed again in-
creased and the rough running disappeared coincident
with the slight "g" pulled at the bottom of the dive. IAS
N-5182 immediately after its first flight in more than 50
years. Autographed by T. O. M. Sopwith.
alone did not produce this. When the engine was smooth,
the speed remained at 90 mph in level flight. When the en-
gine was running smoothly, the fine adjustment could be
aligned with the air lever for best results.
6. With power off, the aircraft was sideslipped both
ways and was more comfortable to the right; i.e., right
stick, left rudder.
7. The sensation of poor forward visibility disappeared
after a short time, and one was no longer aware of the pre-
sence of the gun.
Landing
A glide landing was made in a tail-down attitude with
speed decaying from 70 mph in a sideslip to approximately
50 mph just before the flair. There were slight pitch oscil-
lations just before touchdown. The landing was straight-
forward until below 10 mph estimated, when full left
rudder could not prevent a gentle swing to the right at 90".
There was no tendency at this speed for a wing to drop, and
the engine was caught and kept running on the bottom.
Ground assistance was again necessary in taxiing.
Conclusions
1. The airframe is thought to be representative of the
type as far as handling is concerned.
2. The elevator friction is considered too high, result-
ing in overcontrolling during landing. This friction was
also remarked upon the ground.
3. Compared with the Shuttleworth Pup, N 5182 has
a higher ground incidence and a smaller fin and rudder,
both of which add to the ground looping tendency dis-
played. It is certain that this machine must always be
operated into the wind.
56 MAY 1975
4. The out-of-trim condition is thought to be accepta-
ble and is representative of the type.
5. It is thought that there might be an insufficient
head of fuel, and it is considered that the minimum fuel
state for take-off should be one half tank; i.e., approxi-
mately 10 gallons. The basis for this opinion is that under
"g" the engine operated normally.
6. The effects of the "inverse" differential ailerons are
masked by the effects of the rotary engine.
7. It is thought that the rpm gauge is set up for about
a 2:1 ratio. The estimated take-off rpm were 950 (indi-
cating 1800).
Recommendations
Re-fly with full fuel and adjusted elevator friction.
Signed: Neil Williams
N-5182 during its test flight program in 1974.
It was evident that the engine wasn't giving full revs.
I suspected the original World War 1 plugs, so I contacted
K.L.G. Plugs, who invited me to visit them with the plugs
and talk with their consultant. The outcome of the visit
was a complete rebuild of the original plugs, and a brand
new set specially designed for my 80 hp Le Rhone engine.
Contrary to expectations, the new plugs still didn't clear
up the engine problem. The engine seemed to be running
on only 7 cylinders instead of 9. Over the next few flights
the engine still ran rough, and then on the ground one day
I found it impossible to get more than 800 revs on the clock
instead of the 1200 normally expected. On top of this there
was a very pronounced knocking noise. This was first
thought to be the propeller out of balance, but after check-
N-5182 at the only British flying museum, the famous
Shuttleworth Trust at Old Warden. The flight from Black-
bush airport to Old Warden took 1'/2 hours across coun-
try. Note the Gloucester Gladiator behind the tail of the
Pup. A Bristol fighter looms immedately behind N-5182.
ing no fault was found. Next the engine was suspected.
Then it was thought the noise was something knocking
in the fuselage. I was almost convinced for a short time
that the fuselage was going to fall to pieces, but careful
examination revealed no structural defects nor broken
struts.
At last Mike said the only logical thing to do was to
check every separate item and by a process of elimination
find the trouble. As luck would have it, he started at the
magneto. I insisted it could not be the mag A.E.I, had
completely rebuilt it and the only alteration made to it
was when I changed the slip ring for another one. I pro-
duced the original slip ring, Mike fitted it, the knocking
noise vanished, and the engine revs jumped to 1300 rpm,
the maximum revolutions for this type of engine. Neil
flew the Pup again a few days later. This time N 5182
climbed away like a homesick angel.
The Pup's flight testing program lasted several months
and was undertaken from Fairoaks Aerodrome, Chob-
ham, Surrey. The operators of Fairoaks Airport Ltd. freely
allowed full use of all of their facilities. The fact that the
flying tests were brought to a satisfactory conclusion is
due to their Managing Director Alan Mann, who was never
too busy to help over the many problems that arose.
N 5182 moved away from Fairoaks to Blackbush Air-
port, some 30 miles, and due to the generosity of the air-
port owner, Doug Arnold ( w h o owns a Spitfire, a Har-
vard, and several Hawker Sea Furies) was given free
hangarage and facilities. While at Blackbush I had a visit
from ex-Capt. L. Rochford, D.S.C., D.F.C., an ex-Flight
Commander of Naval 3 Squadron in 1917. He remembered
N 5182, joining the squadron in February, 1917. He put
me in touch with ex-Capt. E. R. Grange, O.S.C., who took
over N 5182 when it was a new aircraft. Capt. Grange shot
down a white colored seaplane while flying N 5182 (see
the copy of the official report I. Later he handed it over to
Flight Sub Lieut. R. A. Little, who started his score of Hun
aircraft on N 5182, shooting down about five Germans in
this aircraft. Little was killed flying a Camel in 1918. By
this time he was the 8th top scoring fighter pilot of the
United Kingdom, with 47 aircraft to his credit. At that
time he was a Captain in the RAF and won two D.S.O.,
2 D.S.C. and the French Croix de Guerre.
Sopwith Pup N 5182 is now flying on a Certificate of
Airworthiness as an original World War 1 fighter. How-
ever, considerable problems were encountered with the
British civil aviation authorities. They were very help-
ful about the flying program, but demanded authenti-
cated proof that the aircraft was original. The C.A.A.
investigations took some eight months, during which evi-
dence of the original Sopwith parts was checked as well
as all my letters relating to moving the Pup from France
to England. Finally confirmation had to be obtained from
Sir Thomas Sopwith, President of Hawker-Siddley Ltd.
(Successors to Sopwith Aviation Co., Ltd.) that the Pup
was considered by him to be original!
In May, 1974 N 5182 was flown at the Biggin Hill
Air Fair. Later in the year it was flown at the Shuttleworth
Trust Air Display in company with their Sopwith Dove,
a 1920 civil aircraft which had been altered and repainted
SPORT AVIATION 57
 A historic photograph two Sopwith-built aircraft fly-
ing together for the first time in more than 50 years. In
the foreground is N-5180, a Sopwith Dove (a civil two
place version of the Pup built in the 1920s) converted in
1936 to look like a Pup and St. Cyrian's N-5182. The
insurance coverage for N-5182 for this flight only was
about $300! The Shuttleworth Trust paid the premium so
that this picture could be taken. Their Dove/Pup is only
allowed to fly for ten minutes a flight about 6 times
a year.

to look like a Sopwith Pup. This flight was historic, for
it was the first time in more than 50 years that two Sop-
with originals were flown together.
It took 16 years to put N 5182 back together. Much of
the story would take too long to tell, and in some cases it
has been impossible to tell of the help given by many
friends who must remain nameless, but hold important
positions in foreign governments, military forces and
the British aircraft industry.
Meanwhile flying time of the Pup is very restricted.
The hourly insurance costs about 180 U. S. dollars, which
is prohibitve. The cost of rebuilding the Pup is almost im-
possible to compute, but if the thousands of miles I drove
and flew, plus the cost of rebuilding the parts and renovat-
ing them, the cost to the British aircraft companies for
58 MAY 1975
all the work they did for free, and all the parts purchased
if all of these were added together, there wouldn't be
much change left from about 60,000 U. S. dollars. What is
this historic relic worth? I don't know. All I know is that
when I started the project I was a youngster in my early
thirties and now I'm almost 50 years of age. Can anyone
tell me what 16 years of one's life is worth?
When N 5182 finishes its flying days, a place of honor
has been reserved for it in the Royal Air Force Museum
at Hendon, England, where it will be preserved for all
time. Would I do it again? I honestly don't know. There
were many times over the 16 years that I worked on the
project that I wished I'd left the Pup undisturbed in the old
airship hangar.
The Sopwith Pup's Certificate of Registration.

An affidavit by none other than T. 0. M. Sopwith to prove

to the British government that Sopwith Pup N-5182 was
an original Sopwith-built aircraft.

SPORT AVIATION 59
 From Sweden . . .
Comments on Motorsailers
Government Regulation,
Props, and Exhaust
Systems
I HAVE A friend in Sweden who is
an ICEBEAR HUNTER. I don't know
any other Icebear Hunters nor do
any of my friends. Now, there may
be more than one Icebear Hunter on
earth but I doubt very much that
any of them are dedicated EAA mem-
bers like Bengt V. Nilsson.
I can tell when the bear hunting
season is over for Bengt marks the
occasion by taking his typewriter
out of the deep freeze, where he
stores it to keep the keys from freez-
ing, and cranks out one of his unusual
letters. These letters arrive addressed
to me with such zany salutations as
Antoni Bingelis, Rebel Country
AM-erica; or the US Technical Ad-
vice Corporation, Texas Branch, AM-
erica; or to Right Hon. Antoni Bin-
gelis, Wizard of nut N bolts; or Bin-
gelis Air Expertise, Inc., Th' Deep
South; or ... well, I think that gives
you the general idea. My postman
has even gotten to the point where
he grins a lot as he puts my mail in
the box.
Bengt Nilsson, the great Icebear
Hunter of Sweden has apparently
dedicated himself to assuring that
my continuing technical aviation
education is not to be neglected. I
suspect that his training course for
me is yet far from complete because
his last letter carried the notation
. . . "The Great Swedish Novel - Part
two . . . "
For all of his vivid imagination,
technical awareness (I think he's
also a machinist) and literary skill,
he is far from being subtle or modest
. . . after all, would you sign your-
self as "THE Swedish Nat. Icebear-
hunters Brotherhood Ultd."? This
guy's sense of humor is a cross be-
tween that of Bob Hope, Edgar Ber-
gan, Charlie McCarthy and Ladis-
lao Pazmany. Nilsson's observa-
tions follow:
FLYING RESTRICTIONS IN THE
NORTHLAND
In Sweden, as in many countries,
it seems, the construction and flying
of homebuilt aircraft becomes an
unending challenge as most govern-
ments aren't anywhere near as tol-
60 MAY 1975
THE
DESIGNEE
CORNER
EAA Designee Co-Chairman
erant and understanding as is the
good old US of A.
Local "FAA" is red-tapish and
strict in the extreme and only the
hardy, clever, industrious, meek guys
ever reflect on aircraft repair or
homebuildin'.
Did you know that Norvegian air-
club members are not even allowed
to change oil in aircraft engines?
They need a special license for this
precision work of art.
In Scandinavian areas, govern-
ment regulations being what they
are . . . many a rugged individualist
is toying with the idea of flying
"black". There are large areas up
north very isolated and inter-
spaced often with fine straight as-
phalt roads that run for miles right
over the tundra . . .
But fly we will somehow. One of
the few sanctioned flight activities
that runs counter to severe govern-
mental restrictions is that of taking
to the air in motor gliders.
BENGT NILSSON LIKES THE
MOTORSAILER CONCEPT . . .
Motorglider? Yup that's the
bird for Mr. Nilsson of Icebearland
but the more seasoned sailfliers
smirk at the very idea. WHAT sport
is that when you KNOW you can
get home? No siree they say the
only true thing is the only true breed
. . . the pure engineless bird that is
coaxed aloft with the help of a tow
rope.
Last August I was at Sweden's
most popular sailfield: (65 50' 36"
North by 15 04' 37.5" East you
take your sly drole and tell me the
name of it) where I gave them
my motorsailer bit (sales pitch).
"Wouldn't it be nice to start by
yourself," I says, "and get home in-
stead of risking an outlanding and
a trailer return?" They answered
that all last year there was only one
out-landing there . . . and it was a
motorsailer:
Nevertheless, I made my point
when a few days after that a sail-
plane went up got into a headwind
By Antoni (Tony) Bingelis
8509 Greenflint Lane
Austin, Texas 78759
and landed 20 miles away in a swamp
unscratched. A helicopter had to
be used to carry the airframe back
to the field.
I have probably shoved down your
throat already my pet idea of a
plane Automobile started, to save
tow plane cost . . . with a small 5 to
15 hp assist engine. Barely enough to
fly on once airborne, and with a shut-
off facility for sailflying when ther-
mals are right. So, the Oshkosh 2
cycle fold-down job you described
to me is the THING. It must be
folded down otherwise glide is far
below acceptable.
In fixed pylon mounting engine
prop can have a clutch mechanically
detachable so prop can freewheel
when the engine is shut off. Less
drag than still prop.
With the mountain upwinds near
Norway, even a streamlined VP
with longer wings would work . . .
how about you do some pushin'?
Here some motor sailers can be pilot-
ed on sailplane licenses a fact
that could make for many new EAA
members who can't shell out the 1200
dollars a motor license costs.
Fourniers, we have a very few in
Sweden but they're looked upon
dimly a substandard sailer with
engine on at that. With a folding en-
gine job you'll get 28:1 or better.
While Fourniers have about 20:1
or so (glide angle) and that's below
standard here. Borderline accep-
tance goes around 30:1 which most
modern single seaters meet.
At the above mentioned field, 5
or so years ago, a local was killed in
a Fournier. A dealer in Sweden had
come up demonstrating one. The
demonstration pilot swooped down
and sped along the field on the
wheel then pulled up sharply and
went up on a magnificant steep an-
gle. Apparently that sold the ma-
chine then and there. The new owner
tried the same forgetting to make
sure of enough speed so the plane
stalled tipped over on side and
crashed into a fuel wagon.
I hear and remember such stories
 and keep my eyes glued on the
speed dial but my sailteacher don't
like it ... "Damnitall look at the
horizon or I'll tape over the speed
dial for you", he bawls. Of course,
that seasoned bear has the speed and
level in his seatpants while a
greenhorn like me must rely on the
instruments or so I thought. Ac-
cording to me more than one avi-
ator has crashed because of too little
speed so, I believe in keeping the
nose down rather than up. Es-
pecially without an engine up front.
ON THE USE OF AUTO ENGINES
IN HOMEBUILTS
Hugo Ericson of Tandsby, Swe-
den, did fly motorcycle engined home-
builts with charcoalburners during
the WW II years so why can't
moderns fly a fly with a little heavier
auto engine leaving some sand-
wiches home instead, to lighten total
wing loading. After all this is not
ton per mile cost seriousness. Me
thinks.
Tony, please don't push two stroke.
they screaming buffs. A water-
cooled 4 stroke is best. We see this
real good here. An old Motorfalke
has a 4 cylinder 2 stroke Hirth (500
cc or 26 hp) but now the new one has
a VW mill and it can't be compared
in silence (noise?). By and large I
can't understand why the US cool cats
don't make more use of Vega and
other auto engines. Couple of feet
longer wings and less mph could
mean a far cheaper ride with an auto
engine pulling/pushing. Those mills
are mighty reliable these days and
their prices are way down compared
with gold certificated aircraft en-
gines.
SWEDISH
FROM ENGINE
2P
THE ICEBEAR HUNTER
COMMENTS ON EXHAUSTS
Your exhaust stack writings have
been most interesting . . . you finally
got around to drilling holes in the
end of the pipe to equalize inner and
outer pressures and to minimize 'em
bangs. I have used this system on my
Aston Martin Grand Deluxe for years
. . . without squeezing the ends shut.
Just straight pipe with lotsa V4" holes
six to seven inches from the bitter
end. To sophisticate it further we
can double the diameter then
squeeze it let in outside air, and
then double it again with lotsa holes
again near the end . . . all this just
to let pressures meet without caus-
ing back pressure.
A REPLACEMENT FOR SUPER
CUB, ANYBODY?
The Super Cub is regarded as one
of the safest hedgehoppers. Some in
USA and also our artillery spotting
school here thinks so. They are look-
ing for replacements for their 35
year old Cubs. Can you recommend
any good design they could use? If
it's a homebuilt, I know a couple of
factories that could build 'em. You
can write direct to the school . . .
Herr General Curt Erik Boudrie
Artilleriflygare
BRANDHOLM via Nykoping
Sweden
. . . and, how come that EAA has not
tried to copy the Cub design for
EAA'ers since it is so good and de-
pendable? (It's been done Editor)
ANTI-BANG SYSTEM
1/16" HOLES
ON PROPELLERS
It has been said that EAA USA has
a shortage of prop carvers. How about
props being sold half finished to buy-
ers . . . letting them do the sand-
paper and paint job themselves?
Mr. Hugo Ericson, Tandsyn Swe-
den, our own number one EAA pro-
tege has a very fine idea for a "rough
cut" machine to turn prop material
into a near propeller, leaving a few
percent of material to be handcarved
away. This should be great for part
of the prop buyers others with cash
still buy the finished product. This
could be an idea to stretch the cur-
rent limited propcaving capacity to
serve more customers.
I think amateurs should stick to
wood propellers. They're cheaper,
seldom break suddenly, and are
easy to replace. You probably re-
member the Sport Aviation story
about the guy nearly losing the en-
gine over the Lake Tahoe area a cou-
ple of years ago because the prop
blade broke. About wood spoons you
seldom hear such stories. By and
large wood is a fine material for
amateur aircraft. But, Sweden has
special problems like today
when cold vet rains been pouring
down l i k e heavenly w i n d o w cur-
tains most of the day. This is hard
on propellers you know. We're go-
ing towards worst part of year.
March May is perhaps our nicest.
White snow, sunshine and Christ-
mas card views everywhere out in
the countryside . . .
HOSSMAN PROPELLERS Aus
Germany can be had in variable pitch
configurations - adjustable on the
ground. Yankees 'n Rebels who are
the smartest people in the whole
1/4" HOLES
\
o i-*
2P
SPORT AVIATION 61
da-- world should be able to do bet-
ter. So whydontcha make a design
competition for designing a 20 to
70 hp variable pitch wood prop?
Blades could be glass-fibre-attached
to aluminum or steel pipe holdings
. . . movable in a steel or aluminum
hub with a mighty 6 volt Mighty
Midget electric toy motor and some
worn gears thrown in and juice fed
by isolated rings on prop or shaft.
Try 'em out on snowmobiles first be-
fore you cross the Atlantic with one.
Only a few homebuilts in Norway
and Sweden today. The difficulty in
finding suitable workshop space,
the frustrations of obtaining the es-
sential materials, all of which must
be imported at great expense, and
the great distances between the few
interested builders, all combine tc
deter homebuilding activities. Nev-
ertheless, one of the latest projects
to be airborne again proved the point
that it can be done. This homebuilt, a
Bede 4, has just done its maiden flight
and works good. Cost about 9,000
bucks. Pretty good when you realize
a bought 4 seater Cessna or such
goes here abouts for around 25-30,000
. . . key in the door and no gas in the
tank.
(Any of the readers who have an
interest in Motorgliders and wish to
compare ideas and notes on the sub-
ject may wish to write to the Ice
Bear Hunter in his own liar. Bengt
Nilsson, Pack, S 900 11 UMEA 11,
Sweden.)
DESIGNEE NEWSLETTER
SUBSCRIPTIONS
In addition to Tony Bingelis'
monthly column, The Designee
Corner, EAA Headquarters pub-
lishes a monthly Designee News-
letter containing even more "How
To" material, a compendium of
the previous month's Designee in-
spections and a summary of all
homebuilt accidents occurring
around the nation the previous
30 days.
Any EAA member can subscribe
to the Designee Newsletter for
$7.00 per year. Make your check
payable to:
EAA
P. O. Box 229
Hales Corners, Wise. 53130
62 MAY 1975
I TAUGHT AMELIA TO FLY
Neta Snook Southern
169 pages $6.95
Vantage Press
516 West 34th Street
New York, New York 10001
Who really taught Amelia Earhart to fly? Neta Snook,
now Mrs. Southern, did. She met Amelia and her father
on a hot December day in 1920 at Kinner airport in
southern California. Amelia impressed Neta by saying,
"I'll come right to the point. I want to learn to fly and I
understand you teach students." Neta thought she would
make an excellent student. The flying and personal epi-
sodes with Amelia are at times humorous, at times seri-
ous, but Neta did teach the famous flyer and became her
close friend as well.
Neta had always been interested in things mechani-
cal and, encouraged by her father, tinkered on cars by
the hour, finding which gear moved what part.
County fairs meant one thing to Neta the balloon
ascension. From the time the big gas bag was stretched
on the ground, the fire built, and the balloon airborne,
that was where Neta stayed, secretly hoping that the bal-
loonist would have an attack and she could take his place.
On her grandparents' farm she lay on the sloping cel-
lar door and watched the red-tailed hawks circling the
fields, imagining she was soaring with them.
During her sophomore year at Iowa State College,
Ames, she wrote the aviation school at Newport News,
Virginia, but no females were allowed.
Early in her junior year, a Des Moines newspaper
advertised a flying school at Davenport, Iowa. When the
college year ended in June, 1917, Neta went there, parted
with her $400, and was taken to see the "superb flying
equipment" the other students were constructing. The
fellows accepted her immediately as she said, "I'll be glad
to help at any jobs where I'm needed, and please don't
change any of your habits on account of me. Just count
me as one of you." By July the plane was done, and on the
17th, she took her first flight and lesson.
The students had received about 100 minutes of fly-
ing time apiece when, tragically, the plane crashed. Neta
received a refund of $200 and watched the boys leave for
Newport News. Finally she was accepted there, arriving
on October 15, 1917. World War I forced an end to flying
at Newport News, the fellows joined up, and Neta was
left behind.
After the Armistice, Neta purchased a wrecked Ca-
nuck and shipped it to Ames. By the Spring of 1920, the
plane was rebuilt and finally, Neta soloed. During that
summer she barnstormed flying fair exhibitions and
hopping passengers. With winter approaching, she ship-
ped the plane to California where she went into the avia-
tion business passenger rides, aerial advertising, and
teaching flying. It was here she met Amelia, Donald
Douglas, and other aviation greats.
I TAUGHT AMELIA TO FLY is intensely personal, a
vivid and accurate tale of early flying, and not only do
you read the facts, but also the feelings which went with
them as Neta flies through her intensely active and varied
aviation career.
Ann H. Pellegreno
 WHICH "AN" BOLT DASH NUMBER?
By Luther D. Sunderland (EAA 5477)
5 Griffin Drive
Apalachin, N. Y. 13732
E (VERY HOMEBUILDER KNOWS that to meet air-
craft quality standards, it is necessary to use aircraft
quality hardware and avoid the temptation to use bolts
from the local hardware store. In the U. S., that means
using hardware which complies with military specifica-
tions. This article explains the military bolt designation
system and provides reference tables which are needed
to determine proper designations for ordering bolts.
Originally, the applicable hardware specifications
were designated AN (for joint Army and Navy) but these
are being replaced with a new set of Military Standard
specifications abbreviated MS. Although the AN specifi-
cation system is used almost universally throughout the
civil aviation community, it has been almost completely
replaced in military applications. Unfortunately, it is
not possible to convert from AN hardware designations
to MS numbers without reference tables. Parts suppliers,
however, have the reference tables, so they can fill your
orders if you specify requirements with either the AN
or MS designations. The problem is that most builders
have trouble ordering bolts, even under the old AN sys-
tem.
Along with diameter, the dimension which it is es-
sential to specify when ordering a bolt is grip length, or
the distance from the head to the beginning of the threads,
see Figure 1. Except for non-structural applications
where screws can be used (like for attaching thin sheet
metal), it is absolutely necessary that the threads do not
bear against the parts being secured by the bolt. This is
the first good aircraft practice which every mechanic
should learn. But, once you have learned it, just try to
find out how to determine the proper dash number for a
given grip length. You will soon discover that it can't
be done without a reference table. And where do you find
that?
Some parts suppliers interestingly provide in their
catalogs a conversion chart to get from bolt length to dash
number, but that is no help since the length of the thread-
ed portion is different for each diameter bolt. Other sup-
pliers properly include a scale in their catalogs which
can be used to obtain dash numbers from grip length. It
is strange that two mechanic's pocket reference manuals
in the author's library do not contain this essential bit
of information.
AN6H10
I
AN6-10A
,_ r I S
" un r^vs n
I -- U
1
BOTH HEAD AND
UNDRILLED SHANK DRILLED
ILLUSTRATION OF DRILLED AND UNDRILLED
BOLTS AND PART NUMBERS
But seek no longer, Table I is a reproduction of the AN
specification which is used to determine bolt dash num-
bers. The first number following AN in a bolt designation
specifies the diameter of the bolt shank in sixteenths of
an inch. For example, an AN 7 is 7/16 inch in diameter.
Diameters can be specified between 3 and 20. (Don't be
surprised if there is a rather long delivery time on a -20.)
Next there comes either a dash or a letter. Following the
dash or letter is the length designation number, common-
ly called the dash number. Note that length changes in
1/8" increments as does grip length so data on dash num-
bers from 55 to 80 can be generated by continuing each
column in 1/8" increments. Bolts can have safetying holes
in either or both the head and shank. Holes are specified
by letters before and after the dash number as shown in
the following example:
AN5-10A Undrilled
AN5H10 Both head and shank drilled
AN5H10A Head only drilled
AN5-10 Drilled shank only
Tolerances on the various bolt dimensions are impor-
tant to' the homebuilder for it is often necessary to ob-
tain tight fits between bolts and various parts. Table II
lists various bolt dimensions and tolerances.
Old timers in the aircraft industry use interesting
tricks to get holes which give tight fits with standard
AN bolts. Notice that an AN 4 bolt can have a diameter
between .246 and .249. Many AN 4 bolts run at the low end
of the tolerance band so a hole reamed with a standard
.249 (.248/.250) reamer could have a .004 slop. In a wing
fitting, this could be excessive. There is no standard drill
or reamer size between .246 and .249 but there are two
ways to get a smaller hole. With a standard .249 reamer
spinning in a drill, lightly rub it with a piece of 400 wet-or-
dry paper. This dulls it a bit, but it will still cut and at an
undersize diameter. Another way is to use an undersize
drill. Drills usually cut slightly oversize, so a D drill
(.246) will usually make a hole large enough for a tight
fit on an AN 4 bolt. Special low tolerance bolts can be pur-
chased. They have tolerances for 1/4" bolts of .2487 to
.2492 but are usually not readily available.
As a Designee, I am often confronted with the ques-
tion of how many washers are permitted on a too long
bolt. Since washers are 1/16 inch thick and bolts increase
in 1/8 inch increments, if more than two washers are
needed, the next longer bolt should be used. Thus, the
FAA limits you to two washers per bolt. This is just a
AN6H10A AN6-10
f
V
-of
< -
I- - "***v^ I
I
H EAD ONLY DRILLED ShMNK ONLY DRILLED
SPORT AVIATION 63
matter of tidy practice, but the rule of never letting tating joints where rotating friction in the joint is re-
threads bear on the part is a matter of structural in- strained only by the nut. But there are some cases where
tegrity. Table III lists the rated strength of AN bolts. this is done, and a castellated nut with cotter pin must be
Note that the shear strength is given at the full diameter, used. An elastic stop nut can legally be used if the bolt
not at the threads. secures a bushing which is tightly clamped to another
It is often surprising to find builders improperly in- part since the rotating friction is transmitted directly
stalling cotter pins in bolts. We rather expect a garage from the bushing to the other part.
mechanic to bend both halves of a too long cotter pin If you want to make life less frustrating ask for a really
around the end of a bolt, but not an airplane mechanic. nice present for your next birthday. Ask for a dozen of
One half should bend down and just touch the washer each dash number bolt sizes AN3, AN4 and AN5. Throw
while the other half should wrap around the end of the in a hundred washers, nuts, No. 6 and No. 8 screws also,
bolt and stop at the center line. but don't tell any of your fellow EAA members or they
Elastic stop nuts can legally be used on drilled shank won't last long. At least you can now make up your shop-
bolts only if the edges of the hole are not sharp. In a prop- ping list using the proper AN dash numbers.
erly designed application, bolts should not be used in ro-

LENGTH
MARK ALUMINUM-ALLOY
BOLTS WITH DOUBLE 1 (b)
DASH GRIP h E
H-,x-.010 .005 RADIUS
X -A
MARK CORROSION-
RESISTANT STEEL BOLTS (\
WITH DASH ^P-

(a)
MARK NON-CORROSION-
RESISTANT STEEL BOLTS
WITH X DRILL K WHEN
SPECIFIED

CHAMFER 15 ON BOTTOM _J [__

FACE TO DIMENSION H OPTIONAL

FIG. 1 AN BOLT REFERENCE SKETCH

AM} Mid AN 5 i6 AN7 AH 8 AN?

DASH GRIP LENGTH GRIP LENGTH GRIP LENGTH GRIP LENGTH GRIP LENGTH CRIP LENGTH GRIP LENGTH
NO. il/6d +1/32 tl/6d + 1/3? 1/61, -1/32 :l/6d +1/32 !l/6d 1/32 -1/f-d 1/32 -1/6L +1/32
-l/6d -l/6d -l/6d -l/6l. -l/6d -1/6L -l/6d
3 1/16 15/32 1/16 IS/32
u 1/3 1V/32 1/16 17/32 1/16 19/32
5 IA 21/32 3/16 21/32 3/16 23/32 1/16 d5/6d 1/16 23/32
6 3/8 25/32 5/16 25/32 5/16 27/32 3/16 53/6d 3/16 2'/32 1/16 27/32 1/16 31/32
7 1/2 29/32 7/16 29/32 7/16 31/32 5/16 61/6d 5/16 31/32 3/1.6 31/32 I/1* 1- 1/32
10 5/8 1- 1/32 9/16 1- 1/32 9/16 1- 3/32 7/16 1- 5/t>d 7/16 1- 3/32 5/16 1- 3/32 1/d 1- 5/3?
11 3/U 1- 5/32 U/16 1- 5/32 11/16 1- 7/32 9/16 1-1 3 /6d 9/16 1- 7/32 7/16 1- 7/32 3/8 1- 9/32
12 7/6 1- 9/32 13/16 1- 9/32 13/16 1-11/32 11/16 1-21/61. 11/16 1-11/32 9/16 1-11/32 1/2 1-13/32
13 1 1-13/32 15/16 1-13/32 15/16 1-15/32 13/16 l-29/6d 13/16 1-15/32 11/16 1-15/32 5/3 1-17/32
id 1-1/8 1-17/32 1- 1/16 1-17/32 1- 1/16 1-19/32 15/16 l-37/6d 15/16 1 -19/32 D/l 6 1-19/32 3/d 1-21/32
15 i-i/d 1-21/32 1- 3/16 1-21/32 1- 3/16 1-23/32 1- 1/16 l-d5/6d 1- 1/16 1-23/32 15/16 1-23/3? 7/8 1-25/32
16 i-3/e 1-25/32 1- 5/16- 1-25/32 1- 5/16 1-27/32 1- 3/16 1-53M 1- 3/16 1-27/3? 1- 1/16 1-27/32 1 1-29/3?
17 1-1/2 1-29/32 1- 7/16 1-29/32 1- 7/16 1-31/32 1- 5/16 1-61 /6d 1- 5/16 1- 31/32 1- 3/161-31/32 1-1/8 2- 1/32
20 1-5/8 2- 1/32 1- 9/16 2- 1/32 1- 9/16 2- 3/32 1- 7/16 2- 5/61. 1- 7/16 2- t/32 1- 5/16 2- 3/32 1-1 /d 2- 5/32
21 1-3/d 2- 5/32 1-11/16 2- 5/32 1-11/16 2- 7/32 1- 9/16 2-13/61. 1- 9/16 2- 7/32 1- 7/16 2- 7/32 1-3/8 2- 9/32
22 1-7/3 2- 9/32 1-13/16 2- 9/32 1-13/16 2-11/32 1-11/16 2-21/61. 1-11/16 2-11/32 1- 9/16 2-11/32 1-1/2 '-13/32
23 2 2-13/32 1-15/16 2-13/32 1-15/16 2-15/32 1-13/16 2-29/6U 1-13/16 2-15/32 1-11/16 2-15/32 1-5/8 2-17/32
2d 2-1/8 2-17/32 2- 1/16 2-17/32 2- 1/16 2-19/32 1-15/16 2-37/6d 1-15/16 2-19/32 1-13/16 2-19/32 1-3/1. 2-21/12
25 2-1 A 2-21/32 2- 3/16 2-21/32 2- 3/16 2-23/32 2- 1/16 2-d5/6d 2- 1/16 2-23/32 1-15/16 2-23/32 1-7/3 2-25/32
26 2-3/8 2-25/32 2- 5/16 2-25/32 2- 5/16 2-27/32 2- 3/16 2-53/6d 2- 3/16 2-27/32 2- 1/16 2-27/32 2 2-29/32
27 2-1/2 2-29/32 2- 7/16 2-29/32 2- 7/16 2-31/32 2- 5/16 2-61/61. 2- 5/16 2-31/32 2- 3/16 2-31/32 2-1/8 3- 1/32
30 2-5/8 3- 1/32 2- 9/16 3- 1/32 2- 9/16 3- 3/32 2- 7/16 3- 5/6d 2- 7/J6 3- 3/32 2- 5/16 3- 3/32 2 -IA 3- 5/32
31 2-3/1. 3- 5/32 2-11/16 3- 5/32 2-11/16 3- 7/32 2- 9/16 3-13/6d 2- 9/16 3- 7/32 2- 7/16 3- 7/32 2-3/8 3- 9/32
TABLE I
32 2-7/8 3- 9/32 2-13/16 3- 9/32 2-13/16 3-11/32 2-11/16 3-21/6d 2-11/16 3-11/32 2- 9/16 3-11/32 2-1/2 3-13/32
3-13/32 2-15/16 3-15/32 2-13/16 3-15/32 2-11/16 3-15/32 2-5/n
AN BOLT DASH
33 3 2-15/16 3-13/32 3-29M 2-13/16 3-1V/32
31. 3-1/8 3-17/32 3- 1/16 3-17/32 3- 1/16 3-19/32 2-15/16 3-37/6d 2-15/16 3-19/32 2-13/16 3-19/32 2 -3 A 3-21/32 NUMBERS
35 3-lA 3-21/32 3- 3/16 3-21/32 3- 3/16 3-23/32 3- 1/16 3-d5/6d 3- 17I6 3-23/32 2-15/16 3-23/32 2-7/8 3-25/32
36 3-3/8 3-25/32 3- 5/16 3-25/32 3- 5/16 3-27/32 3- 3/16 3-53/61, 3- 3/16 3-27/32 3- 1/16 3-27/32 3 3-29/32
37 3-1/2 3-29/32 3- 7/16 3-29/32 3- 7/16 3-31/32 3- 5/16 3-61/61, 3- 5/16 3-31/32 3- 3/16 3-31/32 3-1/8 d- 1/32
UO 3-5/8 h- 1/32 3- 9/16 d- 1/32 3- 9/16 d- 3/32 3- 7/16 d- 5/6d 3- 7/16 d- 3/32 3- 5/16 d- 3/32 3-1/d d- 5/32
U 3-3/d 1.- 5/3? 3-11/16 d- 5/32 3-11/16 d- 7/32 3- 9/16 d-13/6d 3- 9/16 d- 7/32 3- 7/16 d- 7/32 3-3/8 d- 9/32
d2 3-7/6 d- 9/32 3-13/16 1 d- 9/32 3-13/16 d-11/32 3-11/16 d-21/6d 3-11/16 d-11/32 3- 9/16 d-11/32 3-1/2 d-13/32
-EJ-
dd
~E '
U-l/8
"d-13732~
d-17/32
3-15715"
d- 1/16
d-13/32
d-17/32
3-15/16 d-15/32
d- 1/16 d-19/32
3-13/16
3-15/16
d-29/6d
d-37/6d
3-13/16 d-15/32
3-15/16 I.-19/32
3-11/16
3-13/16
d-15/32 3-5/8
d-19/32 3-3/d
d-17/32
d-21/32
IA 14-1 /d d-21/32 li- 3/16 U-21/32 d- 3/16 d-23/32 d- 1/16 d-d5/6d d- Wl6 J.-23/J2 3-15/16 d-23/32 3-7/8 d-25/32
d* d-3A> d- 5/16
li -25/32 d-25/32 d- 5/16 d-27/32 d- 3/16 d-53/6d d- 3/16 d-2f/32 d- 1/16 d-27/3? d d-?9/32
Ii7 d-1/2 d-29/32 d- 7/16 d-29/32 d- 7/16 d-31/32 d- 5/16 d-61/6d d- 5/16 d-31/32 d- 3/16 d-31/32 d-1/8 5- 1/32
50 d-5/6 5- 1/32 d- 9/16 5- 1/32 d- 9/16 5- 3/32 d- 7/16 5- 5/6d d- 7/16 5- 3/32 d- 5/16 5- 3/32 d-l/d 5- 5/32
51 d-3/d 5- 5/32 d-il/16 5- 5/32 d-11/16 5- 7/32 d- 9/16 5-1 3M d- 9/16 5- 7/J2 d- 7/16 5- 7/32 d-3/8 5- 9/32
52 U-7/3 5- 9/32 d-13/16 5- 9/32 d-13/16 5-11/32 d-11/16 5-21/6d d-11/16 5-11/32 d- 9/16 5-11/32 d-1/2 5-13/32
53 5 5-13/32 d-15/16 5-13/32 d-15/16 5-15/32 d-13/16 5-29/61, d-13/16 5-15/32 d-11/16 5-15/32 I. -5/8 5-17/32
51. 5-1/8 5-17/32 5- 1/16 5-17/32 5- 1/16 5-19/32 d-15/16 5-37/6d d-15/16 5-19/32 d-13/16 5-19/32 d-3/d 5-21/32

64 MAY 1975
 / e c D c
DAS!" mKtAD 0 A RF RLF
AK PART T
Kf\
nU.

MAI M1N MAX Ml N MAX XI N

AN} .186
ANti
AN 5
NO. 10- 3-' HF-3A
IA -it UNF-)*
5/16-21, > , N r - 3 A
.18*
.21,5
.312
.ii6
.30V
.377
.'JiO
.502
.365
.l,2f
.1.90
.MO
.510
.5W
.Ul
.172
.201,
:;
.172
1 .'M
5/16
23/61,
AN6 VS -21, UNF-JA .3?a .!/! .565 .553 .650 .235 .203 7/16 TABLE II AN BOLT TOLERANCES
AN 7 7/16-20 UNK-3A .i.37 .1.31 .627 .615 .720 .266 .231. 31/61.
ANJ 1/2 -20 UNF-3A .i.99 .1,95 .752 .71,0 .870 .297 .265 39/6L
AH9 9/16- 18 UNF-IA .562 .558 .877 .865 1.010 .328 .?96 21/U
ANiO 5/8 -18 UMF-jA .621, .620 .91,0 .926 1.090 .360 .3^ L7/61
AMI: 3A -16 UNF-3A .719 .7U, 1.066 1.053 1.2)0 .122 390 7/fl
A.NIL v/e -11, UNF-IA .871, .669 1.253 1.2LO 1 -!,L.O .185 .1,5) 63/61
X16 1 -11. NF-3A .9*9 .9*3 l.Uil 1.1,2ft l.60 .51,7 .515 l-3/)2
1 -U;ll.r-31 .-m VM 1 . ../. i I...:1J ;
:-i/ -
ANiP 1-1/8 -12 UNF-3A 1.121, 1.118 1.628 1.615 1.880 .610 .576 1-3/16
AN20 1-lA -12 UNF-3A 1.21,9 1.213 1.815 1.802 2.090 .672 .61,0 1-3/8

RATED STRENGTH (POUNDS)

BASIC JLT1KAIE lENalLE YIELD TENSILE SINGLE SHEAR
AN PART THREAD AT HOOT DIA A: ROOT DIA AT FULL DIA
NO. T AL AL AL
TABLE III AN BOLT STRENGTH
STKEL ALLOY Si EEL ALLOY STES: ALLOY
AN 3 NO. 10-12 NK-3A 2 210 1 100 1 690 710 2 12 c, 9VO
AtIL, iA -2*> UNF-3A L O'JO 2 030 3 130 1 310 3 t-*0 1 '15
AN5 5/16-21, UNF-3A 6 500 3 220 L 9?^ 2 OdO 5 750 2 6S5

AN6 3/3 -21j UNF-3A 10 100 5 02^ V IUO 3 2UO 9 290 3 9'0
AK 7 ' 1 16-^0 UNK-3A 13 600 6 750 10 130 l 350 11 250 5 2?0
AN8 1/c -<!0 UNF-3A 18 =;oo 9 190 lu 190 5 920 lij 700 * 850
AN9 ?/ 16-19 UNF-3A 23 600 11 700 ie 100 7 550 18 700 H 700
ANIO 5/^ -16 UNF-3A 30 100 lit 9JO 23 080 9 610 23 000 10 V50
AN12 3/ii -16 'JNf-3A ill 000 21 800 33 730 lb 100 33 lt-0 J 5 500

This beautiful dark green and white Pitts Special is the

work of John R. E. Day (EAA 78327), 13 Sidwell Ave.,
East St. Kilda 3183, Victoria, Australia. Powered by a
180 Lycoming, VH-AOY was started October 1971 and
made its first flight on November 29, 1974.
SPORT AVIATION 65
 CALENDAR OF EVENTS
Items to appear in Calendar of Events in SPORT AVIA-
TION must be in EAA Headquarters office by the 5th of
the month preceding publication date.
MAY 2-4 BURLINGTON, NORTH CAROLINA Spring Fly-In spon-
sored by EAA Chapter 395 (Antique). Banquet Saturday night. Con-
tact Ray Bottom, Jr., Box 98, Newport News, Va. 23607.
MAY 2-4 PINE MOUNTAIN, GEORGIA 2nd Annual International
Cessna 170 Association Southeast Regional Fly-In. Callaway Gar-
dens. Contact: Bob Wylie, Box 398, Chester, S. C. 29706. (803) 377-
4613.
MAY 3-4 OROVILLE, CALIFORNIA 4th Annual Fly-In. Only joint
land and seaplane event in California Fuel available. Contact E. H.
Boggs, 3012 Olive Hwy., Oroville, Calif. 95965.
MAY 3-4 CORONA, CALIFORNIA Southern California Regional EAA
Fly-In sponsored by EAA Chapters 7, 11, 92, 96 and 494. For informa-
tion contact Terry Davis, 13905 Envoy Ave., Corona, California 91720.
(714) 735-8639.
MAY 4 DAYTON, OHIO All day EAA Chapter 48 meeting. Moraine
Air Park. Free breakfast for homebuilt pilots.
MAY 10 KENT, OHIO Air Expo '75 - EAA Fly-In. Kent State Univer-
sity Airport. Rain date May 11. Contact Rob Garrett, c/o KSU, Van
Deusen Hall, Aerospace Technology, Kent, Ohio 44242.
MAY 11 HAVRE, MONTANA Air Show - Havre City/County Air-
port. Contact Rod Herrig (406) 265-4579.
MAY 11 LIVERMORE. CALIFORNIA 6th Annual Livermore Fly-In/
Air Show. May 11, rain date May 18. Contact AIRSHOW, Box 524,
Livermore, Calif. 94550.
MAY 15-18 KANSAS CITY, MISSOURI AirFair 75. Contact Kay
Ferguson, (816) 471-0514.
MAY 15-18 FRANKLIN, NORTH CAROLINA Eastern 195 Associa-
tion annual business and maintenance meeting. Contact D. C. Bar-
bot. Box 1154, Florence, S. C. 29501. (803) 662-8405.
MAY 17-18 CONROE, TEXAS Antique-Classic Chapter 2 (Hous-
ton) sponsored fly-in. Montgomery County Airport. Contact J. J.
Paul, 1518 Ronson Rd., Houston, TX. 77055. (713) 465-5361.
MAY 17-18 HARVARD, ILLINOIS Dacy Chapter Antique Airplane
Association Annual Fly-In. Dacy Airport. Contact Loel H. Crawford,
608 Old Orchard Road, Harvard, III. 60033.
MAY 17-18 ENID, OKLAHOMA 3rd Annual EAA Chapter 455 Fly-In
and Air Show. Dinner and Awards, Saturday; breakfast and air show,
Sunday. Contact: Ray Cunningham, 2225 E. Ash. Enid, Okla. 73701.
Telephone 405/234-3014 or Chuck Dulaney, 1735 Pawhuska, Enid,
Okla. 73701. Telephone 405/234-1401.
MAY 18 QUINCY, FLORIDA 3rd Annual EAA Fun Fly-In. Spon-
sored by EAA Chapter 445. Contact: Charles G. Smith, 2065 Eden-
field Rd., Tallahassee, Fla. 32303.
MAY 18 LOCKPORT, ILLINOIS 4th Annual EAA Chapter 15 Fly-In
Breakfast. Lewis-Lockport Airport. 8 'til noon. Rain date May 25.
See first complete "V" Star of 12 under construction. Contact:
Richard Fry, 8610 W. 92nd St., Hickory Hills, III. 60457.
MAY 23-26 WATSONVILLE, CALIFORNIA 11th Annual West Coast
Antique Aircraft Fly-In. Antique, Vintage, Classic and Amateur-
Built aircraft. Static displays, flying events, air show, trophies, Fri-
day and Saturday night get-acquainted parties. Sunday Awards
Banquet. Contact: W. B. Richards, 2490 Greer Rd., Palo Alto, Calif.
94303.
MAY 24-25 TULSA, OKLAHOMA Fly-in sponsored by EAA Chap-
ter 10. Harvey Young Airport. Cookout evening of 23. Contact John
Pierce, 184 E. 42nd Place, Tulsa, Okla. 74105. (918) 743-1236.
MAY 24-25 SALISBURY, NORTH CAROLINA 5th Annual Fly-In
sponsored by EAA Chapter 378. Contact Jeff Clarke, 3326 Colony
Dr., Jamestown, N. C. 27282. (919) 454-1727.
MAY 24-26 CLARKSDALE, MISSISSIPPI 5th Rebel Regional "5"
Category Aerobatic Contest. Contact Chuck Mann, 3544 Windcrest
Dr. No. 3, Memphis, Tenn. 38116.
66 MAY 1975
MAY 25 SANDPOINT, IDAHO Pend D'Oreille Flyers 5th Annual
Fly-In Breakfast. Contact Bert Wilkinson, Rt. 1, Box 487, Sandpoint,
Idaho. (208) 263-6670.
MAY 25 TOUGHKENAMON, PENNSYLVANIA Colonial Flying Corps
Museum Annual Air Show and Open House. Rain date May 26
or June 1. Contact Alexis I. du Pont, P. 0. Box 171, Toughkenamon,
Pa. 19374.
MAY 25 PORTAGE, WISCONSIN Fly-In Breakfast sponsored by
EAA Chapter 371 and Columbia County Flying Assn.
MAY 29-31 ORMOND BEACH, FLORIDA 1st Annual Coquina Auto
and Air Show. Static displays, aerobatics, air oriented celebrities.
Plaques for all entries, awards luncheon. Contact William A. John-
son, Air Show Coordinator, Box 2153, Ormond Beach, Fla. 32074.
MAY 31 - JUNE 1 CAMBRIDGE, MARYLAND Potomac Antique
Aero Squadron Annual Fly-In. Horn Point Airport located on the
Frank DuPont estate, WSW of Cambridge. Beautiful grass runways,
no registration fees, free camping just a super fun fly-in. Con-
tact Sam Huntington, Fly-In Coordinator, Avery Road, Shady Side,
Maryland 20867. Telephone 301/261-5190.
JUNE 1 BEND, OREGON 2nd Annual Fly-In. Sponsored by Ore-
gon Pilots Association. Contact Sonny Kline, Rt. 3, Box 883, Bend,
Oregon 97701.
JUNE 1 EARLVILLE, ILLINOIS 1st Annual Fly-In Lunch. Spon-
sored by EAA Chapter 263. Contact Randy Novak, R & R Airport,
Earlville, III. 60518 - 815/246-9870.
JUNE 1 DE KALB, ILLINOIS EAA Chapter 241 11th Annual Pan-
cake Breakfast Fly-ln/Drive-ln. 7:00 A.M. De Kalb Airport - note power-
line west.
JUNE 1 NORTHHAMPTOM, MASSACHUSETTS Chapter 166 Fly-
In. Rain Date June 8. Contact William Edwards, 25 Madison Ave.,
Northhampton, Mass. 01060. (413) 586-0044.
JUNE 1 BURLINGTON, WISCONSIN Chapter 18 Annual Fly-In.
Contact Bob Grimm, (414) 762-3421. Rain date June 8.
JUNE 1 GOLDENDALE, WASHINGTON Fly-In sponsored by EAA
Chapter 505 and the Klickitab County Sheriff's Air Patrol.
JUNE 6-8 ORANGEBURG, SOUTH CAROLINA 6th Annual Old
South Hospitality Fly-In. Sponsored by EAA Chapters 242 and 249.
JUNE 6-8 MERCED, CALIFORNIA 18th Annual Merced West Coast
Antique Fly-In. Early bird party June 6. Air Show Sunday. Contact
Linton Wollen, Director, Box 2312, Merced, Calif. 95340. (209) 722-
6666.
JUNE 7-8 FRANKLIN, VIRGINIA Old Dominion Chapter 339 spon-
sored Fly-In and Air Show. Municipal Airport. Air Show on June 8,
2:00 P.M. Contact George Hillier, 1453 Westover Ave., Norfolk, Va.
23878. (804) 623-5509.
JUNE 7-8 ATCHISON, KANSAS Annual Fly-In sponsored by Great-
er Kansas City Area AAA Chapter. Amelia Earhart Memorial Air-
port. Contact Bill Hare, 6207 Riggs, Mission, KS. 66202.
JUNE 7-8 OROFINO, IDAHO Annual Fly-In sponsored by EAA
Chapter 328. Contact Brent Holbrook, 3635 20th St., Lewiston,
Idaho 83501.
JUNE 7-8 CULPEPER, VIRGINIA Fly-In sponsored by EAA Chap-
ter 186. Contact George Lutz, 5415 Fremont St., N. Springfield, Va.
22151, 703/256-7873 or Jim Propps, Box 13, Marshall, Va. 22115,
703/364-4881.
JUNE 8 CANTON, OHIO Fly-In and Air Show sponsored by EAA
Chapters 82 and 147. Contact Russell B. Caldwell, 2006 Alien Ave.,
S. E., Canton, Ohio 44711.
JUNE 8 ALLENTOWN, PENNSYLVANIA Queen City Airport - 3rd
Annual Informal Fly-In. Cash Prizes. Contact Joe Tarofis (215)
865-9478.
JUNE 8 ZANESVILLE, OHIO 3rd Annual EAA Chapter 425 Fly-
In Breakfast. Contact: Dave Workman, 400 South St., Zanesville,
Ohio 43701.
JUNE 8 CORRY. PENNSYLVANIA EAA Chapter 160 Annual Fly-
In/Breakfast. Lawrence Airport. Spot landing contest on arrival.
Contact Harry Hipwell. 266 E. Fairmount Ave., Lakewood, N. Y.
14750 Rain date June 15.
JUNE 13-15 DENTON, TEXAS 13th Annual Fly-In sponsored by
Texas Antique Airplane Association, Inc. Contact Myrna Johnson.
2516 Shady Brook Dr.. Bedford, TX 76021. (817) 283-1702.
JUNE 14-15 FREDERICKSBURG. VIRGINIA 8th Annual Antique
Aircraft Fly-In Shannon Airport Awards Banquet. Contact John
B Maas. Jr.. Shannon Airport, Box 509, Fredericksburg, Va. 22401.
JUNE 14-15 PORTERVILLE. CALIFORNIA 26th Annual Moonlight
Fly-In and Air Show. Static displays, aerobatics, sky diving and
flying antiques Contact PAPA. 1893 S Newcomb. Porterville Air-
port. Porterville. Calif 93257.
JUNE 14-15 CRYSTAL FALLS. MICHIGAN (Upper Peninsula) 3rd
Annual Fly-In sponsored by EAA Chapter 439. Static displays, fly-
in events. Club Work Day - 14th; Air Show - 15th. Free 25 gallons gas
to all homebuilts flying in. Primitive camping available Contact Jim
Lyle. 141 Albatross. Sawyer AFB. Mich. 49843
JUNE 14-15 SANTA ROSA, CALIFORNIA 4th Annual Fly-In spon-
sored by EAA Chapter 124. Sonoma County Airport. Contact Art
Beer. Box 6192, Santa Rosa, Calif. 95406.
JUNE 14-15 KENNEWICK. WASHINGTON Fly-In sponsored by
EAA Chapter 391 and the Tri-City Command CAP.
JUNE 14-15 WICHITA, KANSAS Fly-In for all Great Lakes owners
new, original and homebuilt sponsored by Great Lakes Air-
craft Co. Patty Field (30 mi. NE of Wichita). Contact: Great Lakes.
Box 11132. Wichita, KS. 67202
JUNE 14-15 COLLINGWOOD, ONTARIO. CANADA Canadian Open
Aerobatic Contest 4 Category. Contact Leo Comesotti, 66 Chip-
wood Cres.. Willowdale. Ont, Canada M2J 3X7. (416) 491-8383.
JUNE 15 WEEDSPORT, NEW YORK 2nd Antique-Classic and Home-
built Fly-In/Pancake Breakfast. Trophies Sponsored by EAA Chap-
ter 486. Whitfords Airport. Contact Dick Forger. 204 Woodspath Rd.,
Liverpool. N. Y. 13088.
JUNE 15 UPLAND. CALIFORNIA Aircraft Swap Meet and Pancake
Breakfast sponsored by EAA Chapter 448. Cable Airport. Contact
Don Barber, 917 Alta Loma Dr.. Corona. Calif. 91720.
JUNE 20-22 PAULS VALLEY. OKLAHOMA Greater Oklahoma City
Antique Airplane Association Fly-In Contact Jerry Horn. 2008
Nail Parkway, Moore. Okla. 73160.
JUNE 20-22 MOJAVE. CALIFORNIA 3rd Annual California Na-
tional Air Races. Sponsored by Professional Race Pilots Associa-
tion. Contact: Air Race Management Corp.. 16644 Roscoe Blvd..
Van Nuys. Calif. 91406 (213) 988-4900.
JUNE 21 MIDDLETON. WISCONSIN Wisconsin 99 Proficiency
Air Derby. Morey Airport. P.I.C must be female. Co-pilot required
- male or female (need not be a pilot). Send $2 00 for race kit. Pat
Weir, R. 5, Box 162. Marshfield. Wise. 54449.
JUNE 21-22 SALEM. ILLINOIS Fly-In Salem-Leckrone Airport
Sponsored by EAA Chapter 16 Contact Robert E Tarrant. Box 474.
Effingham, III. 62401.
JUNE 21-22 HAMILTON, ONTARIO, CANADA Air Show sponsored
by Canadian Warplane Heritage. Contact Dennis J. Bradley, Canadi-
an Warplane Heritage, Inc.. 550 Kipling Ave.. Toronto. Ont. Canada
M8Z 5E9
JUNE 21-22 ATLANTA, GEORGIA 6th Annual Aerobatic Contest
sponsored by IAC Chapter 3 Bear Creek Airport Practice Day.
June 20. Contact Greer Parramore. 4880 Clark Lake Way. Acworth.
Ga 30101
JUNE 21-22 MARTINSBURG. WEST VIRGINIA East Coast Pylon
Racing Practice and Seminar. Open to everyone interested in air
racing. Sponsored by Race Air Corp.. 2315 M St., N. W.. Washing-
ton. D. C. 20037.
JUNE 22 ELKHART, INDIANA Fly-In and Air Show. Sponsored
by EAA Chapter 132 and Mishawaka Pilot Club. Breakfast at 6:00
A.M.
JUNE 22 PLYMOUTH. MICHIGAN Spring Fly-In sponsored by
EAA Chapter 113 and Plymouth Aero. Mettetal Airport. Pancake
Breakfast Contact Lew Marzewski. 30194 W. Chicago, Livonia,
Mich. 48150. (313) 421-9328
JUNE 22 PLAINFIELD, ILLINOIS 2nd Annual Fly-In Flea Market.
Sponsored by EAA Chapter 461. Clow International Airport. Contact
Art Froehlich, (815) 436-3930 or (312) 968-7454.
JUNE 22 RIO. WISCONSIN 5th Annual Fly-ln/Drive-ln Breakfast
All aircraft types welcome.
JUNE 22 MARCY. NEW YORK Fly-In Breakfast sponsored by
EAA Chapter 294 Riverside Airport Contact Charles Puliafico,
Hayes Road, Marcy, N. Y 13403.
JUNE 22 PAINESVILLE. OHIO 13th Annual EAA Fly-In. Sponsored
by EAA Chapter 118. Casement Airport. Contact Rudy Esser. 4654
Lane Rd . Perry, Ohio 44081
JUNE 27-29 FRANKLIN. VIRGINIA Annual Fly-In sponsored by Old
Dominion EAA Chapter 339. Contact George Hillier. 1453 West-
over Ave . Norfolk. Va 23878. (804) 623-5509.
JUNE 28-29 BURLINGTON. WISCONSIN 3rd Annual Cub Fly-In.
Sponsored by EAA Antique-Classic Division. All vintage and home-
built aircraft invited
JUNE 28-29 KOKOMO, INDIANA 2nd Annual Midwest Regional
Aerobatic Competition. Sponsored by IAC Chapter 1. hosted by
Kokomo Chamber of Commerce Aviation Committee. Rain date
June 30. Trophies for Best of Class in Antique. Classic. Homebuilt
and Warbirds. Contact J E. Davis (317) 628-7272.
JUNE 28-29 BLAKESBURG. IOWA 3rd Annual Unique Aircraft
Fly-In Antique Airfield. Sponsored by EAA Chapter 409 and the AAA
Air Power Museum.
JUNE 28-29 MONONGAHELA, PENNSYLVANIA 3rd Annual Golden
Triangle Fly-In sponsored by EAA Chapter 45 Rostraver Airport.
Contact Jim Griffiths (412) 881-3304 or Bill Humphrey (412) 384-6929
JULY 3-6 URBANA. OHIO Annual Fly-In sponsored by EAA Chap-
ter 421. Grimes Airport. Contact Jeffrey McClain, 572 Washington
Ave., Urbana. Ohio 43078
JULY 5 CUMBERLAND, MARYLAND Fly-In sponsored by EAA
Chapter 426. Everyone welcome Camping space available
JULY 4-6 GAINESVILLE, GEORGIA 8th Annual Cracker Fly-In.
Sponsored by North Georgia Chapter AAA. Banquet Saturday even-
ing with Matty Laird as featured speaker. Contact: Bill Davis. 2202
Willivee Place. Decature. Ga 30033. (404) 636-4743.
JULY 6 LYONS. OHIO Mini-Breakfast-Fly-ln sponsored by EAA
Chapter 149 Newbury Field
JULY 11-13 HOLLISTER. CALIFORNIA 5th Annual Fly-In spon-
sored by EAA Chapter 62 Contests. Trophies Contact John Win-
ter, 407 Hiller St.. Belmont. Calif. 94002. (415) 592-2522
JULY 12-13 KLAMATH FALLS, OREGON Oregon EAA Round Robin
Annual Fly-In. Chiloquin State Airport. Hosted by EAA Chapter 411.
Contact Dale Faries, 1544 Sargent, Klamath Falls. Ore. 97601.
JULY 12-13 WEST CHICAGO, ILLINOIS Du Page County Airport
Air Show featuring the USAF Thunderbirds. U. S Army Golden
Knights, Bob Hoover, U. S. Army Silver Eagles, biplane race. An-
tiques, warbirds and homebuilts welcome. Trophies Gates open
9:00 A.M., air show 1:30. Sponsored by the Greater Chicago Area
Antique Airplane Association, Inc. Contact Troy Dodd. 6801 N.
Wildwood, Chicago. III. (312) RO3-7114.
JULY 13 WASHBURN. IOWA Annual Fly-In sponsored by EAA
Chapter 227 Flyer's Field. Noon Lunch, free to homebuilt and an-
tique pilots.
JULY 13 DUNKIRK. NEW YORK Annual Fly-In Breakfast spon-
sored by EAA Chapter 46. 8:00 A.M. til noon. Free to pilots of Home-
builts, Antiques or Warbirds. Trophies. Spot landing contest on
arrival. Rain date July 20. Contact Charles Gallagher. 19 Shelby
Dr.. Buffalo. N. Y. 14225.
JULY 19-20 SHIRLEY. NEW YORK 13th Annual Fly-In sponsored
by Antique Airplane Club of Greater New York. Brookhaven Town
Airport. Contact Harry E. Geddes. 374 Latham Rd.. Mineola. N. Y
11501.
JULY 19-20 PORTLAND. OREGON Annual Fly-In sponsored by
EAA Chapter 105. Lenhardt Airpark, Hubbard. Ore. Contact Merv
Henkes, 12535 S E. Boss Ln.. Milwaukie, Ore.
JULY 23-27 MINNEAPOLIS. MINNESOTA Annual American Bonan-
za Society Convention Headquarters: Radisson South Hotel. Con-
tact Ralph G Haesloop. Chemung County Airport. Horseheads.
N. Y. 14845. Telephone 607/739-55,5.
 Demagnetization Of Aircraft Fuselage
By Ken Gersbach
1624 Lorraine Dr.
Piano, Texas 75074

(From EAA Chapter 168 Newsletter, Hangar Echoes)

Heating of 4130 chromoly tubing during the welding
process can cause enough reorientation of its molecular
construction to magnetize a joint. Proof of this is shown
by moving a compass from one side of a joint to the
other and noting the compass swing. This is particularly
evident along a longeron where crossmembers are weld-
ed. It can be serious enough to adversely affect an air-
craft's compass or compass system, however, it is an easy
task to reduce this compass error by demagnetization of
the welded members.
The designer of my Sidewinder mentioned that this
could be done, particularly in the cabin area near the
instrument panel, so I bought a cheap compass to check
the necessity of it and found definite compass swings
on nearly every joint. Mike Narrin and I got into a dis-
cussion of this and tried it on his Tailwind and found
the same results. Here lies proof that it isn't mandatory
to demagnitize, for his bird has many hours of successful
flying on it, however, Mike was so impressed he decided
to demagnetize anyway to remove his compass error.
One of the easiest ways to demagnetize the fuselage
joints is to operate a bulk tape demagnetizer, TV
demagnetizer, or large tape head demagnetizer near
them. A "brute force" demagnetizer rather than a small
watch or tape head demagnetizer must be used if you
want to be successful. Follow the manufacturer's recom-
mendations for operation of the particular device or build
one of your own.
If you choose the latter course, cut out the ends of
an old transformer until it looks like a block "H". Wind
some small insulated wire around the center part of the
"H". The more turns, the stronger the demagnetizing
force will be. Connect one end of the wire in series with
a light bulb or other electrical load. Plug this in and
listen for the 60 cycle hum. If the device gets too hot
the turns and load may have to be adjusted. With the
demagnetizer plugged in, bring it to the metal to be
demagnetized and move it around the joint as closely
as possible. Back the coil away from the joint then unplug
it and check the results.
On my aircraft the rollover bar was particularly bad.
It was heated, bent, and welded on both ends. I demag-
netized it and all the tubing and welded landing gear
mounts. I checked them periodically with the compass
during the process and it was amazing how much of the
residual magnetism disappeared. I still get some compass
deflection when one is passed near the joint, but the
definite swing is gone. This will most certainly reduce
the compass error.
Care should be taken in using the demagnetizer,
however, it might ruin any electrical motors if they are
nearby so remove instruments such as clocks, or
electrical fuel pumps before starting the operation.

Obtaining Your A & P By Building

An Amateur Built Aircraft
It is possible in the U.S. to use the experience obtained
in building an amateur built aircraft towards obtaining
an A & P (Airframe & Powerplant) Mechanics license
from the FAA. The information on this is as follows:
1. Determination of applicant eligibility will be made
only by an FAA inspector or advisor. (Check with your
local FAA.)
2. When evaluating part time practical mechanic
experience, a showing of equivalency of 18 months on
the basis of the standard 40 hour week is acceptable
even where the months are not consecutive. The amateur
is cautioned that he must log and record part time work
hours and type work done as proof of hours worked.
A standard work week consists of 8 hours a day for 5
days or 40 hours per week. A month is considered to be
160 hours.
3. The "Airframe & Powerplant Mechanics Certifi-
cation Guide" AC 65-2B is available from the Superin-
tendent of Documents, U.S. Government Printing Office,
Washington, D.C. 20402. Check your local GPO book-
store first.

JULY 26-27 VANDALIA, OHIO Air Fair 75. Sponsored by EAA
Chapter 48. WW I Air Race. Sunday Air Show. Cox Field. Contact
D. E. Hayes, 4366 Hillcrest Dr., Bellbrook, Ohio 45305.
JULY 26-31 FOND DU LAC, WISCONSIN 10th Annual EAA/IAC
International Aerobatic Championships. Sponsored by Interna-
tional Aerobatic Club. Practice Days July 26, 27. Contest Days
July 28, 29, 30. Rain Date July 31. Contact Sam Huntington,
Contest Chairman, Avery Road, Shady side, Md 20867.
JULY 29 23rd ANNUAL FLIGHT RALLY TO OSHKOSH. WISC. Spon-
sored by AC Spark Plug Division. Starting points: Kansas City, Mo.;
Dayton, Ohio; Flint, Mich.; Minneapolis, Mn.; Omaha, Nebr.; St.
Louis, Mo. Contact AC Aviation Department, Flint, Mich. 48556 for
details.
68 MAY 1975
JULY 29 - AUGUST 4 OSHKOSH, WISCONSIN 23rd Annual EAA
International Fly-In Convention.
AUGUST 24 WEEDSPORT, NEW YORK Air Show and Fly-In Break-
fast sponsored by EAA Chapter 486. Whitfords Airport. Contact
Dick Forger, 204 Woodspath Rd., Liverpool, N. Y. 13088.
SEPTEMBER 5-7 GALESBURG, ILLINOIS 4th National Stearman
Fly-In. Galesburg Municipal Airport. Contact Jim Leahy, 445 N.
Whitesboro, Galesburg. III. 61401 or Tom Lowe, 823 Kingston Lane,
Crystal Lake, III. 60014.
SEPTEMBER 19-21 KERRVILLE, TEXAS Southwest Regional
Fly-In. Contact Bill Haskell. Box 1235, Kerrville, Texas 78028. (512)
995-2791.
 CHAPTt*
EXPERIMENTAL AIRCRAFT ASSOCIATION
I rer-
\\ Hfc'
Chapter 443, Columbus, Ohio. 02-08-75 thru 02-15-75.
Sport and Recreation Show at Ohio State Fairgrounds.
Attendance 160,000.
NEW ADDRESS GREATER SELECTION
NEW FREE CATALOG
NEW ELECTRIC AND MAGNETO POWERED AIRCRAFT INSTRUMENTS
BE CONSPICUOUS
With combination tip lights and white
anticomsion lights.
AT A PRICE ALL CAN AFFORD
$139.50 COMPLETE
* Made for us by an FAA Approved
Manufacturer
* 6 Times FAA Requirement
* Flashes 52-62 Times per Minute
* Excellent Haze Penetration
* Hemispherical Coverage
* Weighs only 12 ounces
* Two year Guarantee
STICK GRIPS
Send large self-addressed stamped (20c)
envelope for FREE CATALOG.
AIRCRAFT ELECTRICAL
SYSTEM NOT REQUIRED
All new manufacture, low
cost, lightweight
f ments for homebuilts; 2%
V accuracy, dust and mois-
- ture proof, lighted, 2W
and 3!/a" standard sizes.
ENGINES
310HP Lye. TIO-540-A2B w/all access.
340 STOH, 1340 TT, Excellent....
............................$3595.
200HP Lye. IO-360 w/access.
............................$2695.
200HP Ranger w/mags ........
190HP Lye. 0-435 ..............
175HP Ranger On a PT19 Mount.....
. . . . . . . . . . . . . . . . . . . . . . . . . . . . 495.
150HP Lye. 0-320, 390TT . . . . . . . 2695.
150HP Lye. 0-320, 1740TT . . . . . . 1695.
150HP Lye. 0-320, First Runout.. 1595
125HP Lye. 0-290-G As removed
85HP Cont. C-85F (Electric) ...
SAFETY ITEM
0-290-G GPU OWNERS
DON'T LOSE YOUR
PROP!
Propeller Flange Re-
inforcement, as per
John Thorp drawings
in April 1971 Sport Aviation. Precision
machined from 4130 - Cad. plated -
Baked ........................$57.50
Exra long propeller Bushings for the
above . . . . . . . . . . . . . . . . . . . . . . 4 7 . 5 0 set
Add 5% shipping (USA) - Calif, add
5% tax.
Propeller
Precautions
(from FAA CAM 18)
Many persons have been fatally
injured by walking into whirling pro-
pellers. Painting a warning stripe on
the propeller serves to reduce chances
of such injuries. Approximately 4
inches of the propeller tips should be
_ covered on both sides with an orange-
yellow nonreflecting paint or lacquer.
The drain holes in the metal tipping
of wood blades should be opened up
instru- after the tips have been painted.
Wood propellers are especially
susceptible to damage from improper
handling. When moving an airplane,
special care should be exercised to
avoid bumping the propeller. The
practice of pushing or pulling on a
propeller blade to move an airplane
should be avoided; it is extremely
easy to impose forces on a blade in
excess of those for which the blade is
designed. It is continually necessary
to ascertain that the glue joints are in
1400TT good condition and that the finish on
595. the entire propeller will protect the
395. propeller from absorbing moisture.
Two-bladed wood propellers should
always be left 01 stored, whether on
or off of an airplane, in a horizontal
395. position to prevent unbalance from
1395. moisture absorption. A good pre-
caution is to cover the propeller with
a well fitting waterproof cover when
not in use. It is very important to
protect the shank section of wood
blades from moisture changes to pre-
vent swelling and subsequent loos-
ening in the metal sleeve. In the case
of varnished blades, it is advisable to
occasionally apply varnish around the
shank at the junction of wood and
metal. In the case of the plastic
covered blade, repair cement may be
applied around the same joint.
In certain cases where the blade
has been manufactured from laminat-
ed planks of composition material,
longitudinal cracks or splitting be-
tween laminations have been ob-
served after several hundred hours of
operation. These cracks dare not pro-
gress beyond definite limits as cover-
ed by the manufacturer's service bul-
letin.
SPORT AVIATION 69
 SPECIAL EAA OFFER!
JEWELRY

GO EAA Brooch - yellow gold sunburst with EAA emblem . $ 6.80

Charm - on white gold plate or yellow gold plate $ 4.80

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

ALL THE WAY!

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

JACKETS & BLAZERS

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

Knit EAA Jacket . . . . . . . . . . . . . . . . . . . . . . . $26.95

1
Adults Small Children Small (5-8)
Polyester Cotton EAA Jacket . . . . . . . . . . . $15.95 Adults Medium Children Medium (8-11)
Antique Airplane Pattern Adults Large Children Large (10-13)
(Polyester Cotton Only) . . . . . . . . . . . . . $15.95 Adults X-Large
Liners for above Jackets
(order same size as jackets) . . . . . . . . . $11.95
Smart new double knit blazer in EAA blue with embroidered EAA Patch.
SIZES
Double Knit Blazer.............................. $59.95 Men's Sizes Only 36-50 Short
Men's Sizes Only 36-50 Regular
(Above Items Postpaid) Men's Sizes Only 36-50 Long

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

Ail Photos by Lee Fray

 JUMPSUITS * PUBLICATIONS
You've been asking for it for years an EAA Jumpsuit. Now
they are available in knit, polyester cotton and Nomex __ Basic Hand Tools, Vol. 1
fire retardant material also a wild antique airplane pattern. __ Basic Hand Tools, Vol. 2
__ Custom Aircraft Building Tips, Vol. 1
These jumpsuits are tailored and fit beautifully no
__ Custom Aircraft Building Tips, Vol. 2
baggy look. __ Custom Aircraft Building Tips, Vol. 3
__ Custom Aircraft Building Tips, Vol. 4
Knit EAA Jumpsuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . 539.95
__ Custom Built Sport Aircraft
Polyester Cotton EAA Jumpsuit . . . . . . . . . . . . . . . . $27.95 Handbook
Antique Airplane Pattern (Polyester Cotton Only) $27.95 __ Design, Vol. 1
Nomex Fire Retardant . . . . . . . . . . . . . . . . . . . . . . . . . $69.95 __ Design, Vol. 2
__ Design, Vol. 3
__ Engine Operation, Carburetion,
SIZES
Conversion
Men 36-50 Regular Ladies 6-20 Regular __ Engines, Vol. 1
Men 38-50 Long Ladies 8-20 Long __ Engines, Vol. 2
.__ Engineering for the Custom Aircraft
Builder Hoffman
Note When specifying sizes for jumpsuits, indicate __ Metal Aircraft Building Techniques
height, weight and suit or dress size in addition to the above __ Modern Aircraft Covering Techniques
information (i.e., 40 Regular). __ Pilot Proficiency
__ Pilot Report & Flight Testing
(Above Items Postpaid) __ Service & Maintenance Manual
__ Sheet Metal, Volume 1
__ Sheet Metal, Volume 2
__ Sport Aircraft You Can Build
SPECIAL EAA OFFER! __ Tips on Aircraft Fatigue
EAA Embroidered
__ Welding
Cloth Patches EAA JACKET REDUCED __ Wood, Volume 1
EAA - Small (cap size)......... $ .75
The EAA Jacket (now shown) with __ Wood, Volume 2
EAA - Medium (S'/i" x 4Vi".. $1.95
the triangular white panel is being __ Wood Aircraft Building Techniques
EAA - Large (5" x 6") .......... $2.25
closed out. Save on the unlined
EAA Wings........................ $1.50
version.
Aircraft Builder.................. $1.75 75
Antique/Classic Division ..... $1.75 Unlined medium and large
I.A.C. Division................... $1.95 only . . . . . . . . . . . . . . . . . . . $12.95 ea.
Lined medium and large
EAA Vinyl Decals
only . . . . . . . . . . . . . . . . . . $19.95
EAA Standard (round)......... $ .50 Add 30c postage f i r s t publication, 10c each
Each special offer item, enclose additional manual.
EAA Winged...................... $. 50 $1.50 additional for postage and
Antique/Classic Division ..... $ .50 handling.
I.A.C. Division................... $ .50
How to Build the Acro Sport ... $4.50
Other
Plans C A M - 1 8 . . . . . . . . . . . . . . . . . . . . . . . $4.30
Metal Aircraft Placards........ $2.50
C A M - 1 0 7 . . . . . . . . . . . . . . . . . . . . . . $4.30
Flight Bags (14" x 5" x nVj") $7.50 EAA Acro Sport................ $60.00
EAA Air Show and Fly-In Manual $2.80
Garment Bags (1 suiter) ...... $2.25 Super Acro Sport Wing
Golden Age of Air Racing ...... $2.80
EAA CAPS Drawings...................... $15.00
Wings of Memory . . . . . . . . . . . . . $2.80
EAA (white mesh, Aerosport Info Kit........... $ 4.00
Air Pictorial . . . . . . . . . . . . . . . . . . . $2.30
blue visor) . . . . . . . . . . . . . $3.50 EAA BiPlane P-2................ $27.00
Flying Manual, 1 9 2 9 . . . . . . . . . . . . $2.30
Men's sizes . . . small, medium, large Pober Pixie...................... $30.00
x-large Flying & Glider Manual, 1932 ... $2.30
Farm Type Hangar............ $ 5.00
Ladies . . . one size, adjustable to fit all Flying Miscellany, 1929-33 . . . . . . $2.30
"Fun in the Sun" ......... $5.00 EAA Log Book for the Custom-Built
(sailor type - small, medium, large, Airplane . . . . . . . . . . . . . . . . . . . . $1.30
x-large) EAA Sport Shirts
Theory of Wing Sections . . . . . . . $5.50
Skool . . . . . . . . . . . . . . . . . . . . $3.95 Knit pull over types with zipper at
Hang Gliding (by Dan Poynter) . $5.25
(knit cap, navy and gold) neck. EAA emblem. Sharp in red
Miscellaneous or blue! Specify color. Small,
EAA Lucite Key Chain .........$ 1.25 medium, large, (All books lower section Postpaid)
EAA Letter Opener........... $ 1.80 extra-large....................... $12.50
EAA Coaster Set (4)........... $ 1.55
(Order Today All items this Section Postpaid)

Send check or money order to:

EXPERIMENTAL AIRCRAFT ASSOCIATION

P.O. Box 229 Hales Corners, Wisconsin 53130
SPORT AVIATION 71
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ALSO USED AS A TRAINER
Universities, Airport Shops and Homebuilders In- BY THE AIR FORCES OF
TAIdAN, SOUTH VIETNAM.
quiries Invited. Catalog $1.00. SO. KOREA AND NOW BY
INDONESIA AND CEYLON
We Are Direct Mill Agents for Seamless 4130 Chrome-Moly
Tubing and Sell for Less than Your Local Warehouse. One
Foot or 10,000, Round, Square, Streamline. The PL-1 was two time EAA GRAND CHAMPION. The easier
to build PL-2 is superbly engineered. Don't settle lor less.
DISTRIBUTORS AND DEALERS FOR THE FOLLOWING 2 P LACE-90 to 150 HP-EASY TO FLY
NAME BRAND MATERIALS: C E R T I F I C A T E OF COMPLIANCE TO NASAD'S STANDARDS OF OOALITY

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Sawhill Tubular Products Turco Products 24 PAGE B R O C H U R E WITH PHOTOS DRAWINGS S150.00
Summcrill Tubing (Paint Strippers, Etch, 3 VIEWS - AIRPLANE DESCRIPTION
CONST. MANUAL (Light Aitplane Construction) 5100
PERFORMANCE AND PHYSICAL DATA
Tube Distributors, Inc. Cleaners, etc.) SOME PRE-FA6 PARTS AVAILABLE
BUILDERS ARTICLES - LIST OF DRAWINGS
Razorback Fabrics, Inc. Cooper Industries AND ONE FULL SIZE SAMPLE DRAWING PAZMANY AIRCRAFT CORPORATION
Flightex Fabrics Acme-Newport Sheet (4130) J3.00
Ulster Linen Co. Schenuit Tires & Tubes BOX 80051S -SAN DIEGO-CALIF. 92138
The G'idden Co. (Dopes) Thor Power Tools
Macwhyte Cables Aero Supply & Equip. (Plywood)
Flottorp Propellers Maule Products (Tail Wheels, etc.)
U.S. Plywood (Weldwood Glues) Behr-Manning OWN ANY AIRCRAFT ! !
Wisco Batteries
Now, every pilot, not just those with money to burncan
Stock items include: Sitka Spruce, Plywood, Glue, Noils, Aluminum easily own the aircraft of his choice. No cash investment,
Sheet and Tubing, Trailing Edge, "Hat" Section Aluminum String- no monthly payments! Sound impossible? Definitely not. It
ers, Bolts and Hardware, Cables, Pulleys, Streamline Wires, Slip
Covers, Fabric, Dopes and Thinners, Engines, Propellers, Acces- is being done more and more, every day, by thousands. Gen-
sories, Tires and Tubes, Wheels and Brakes, Plexiglas, Fuel Tank eral aviation is booming and so is the need for aircraft. New,
Hardware, Complete Line of Instruments, Hand ToolsSheet unique puichasing and operating methods give every average
Metal Tools, Welding Kits, Spraying Kits, Riveting Tools, etc.
pilot the chance to own the aircraft of his choice and make
ONE SOURCE SUPPLY FAST SERVICE LOWEST PRICES good money at the same time. Tremendous tax advantages for
every pilotnot just the ones in a "tax bracket". Get the facts
today by sending for this simple, brief, and proven system of
aircraft purchase, operation, and ownership. Provides all the
B & F AIRCRAFT info you need to analyze the economics of any aircraft pur-
chase. Shows you step by step how to end up owning your
SUPPLY own plane for no cash down and no monthly payments. A prov-
"Since 1937" en system in use by thousands. Send $3.50 (fully refundable)
6141 W. 95th OAK LAWN, ILL. 60453 to M. D. Wilier & Company, Box 3040E, Long Beach, Calif.
On Routes 12 & 20 Phone 422-3220 90803
EAA Members 396 and 397 Area Code 312-422-3221

AIRPLANE
T-SHIRTS
IMPRINTED T-SHIRTS ARE THE CRAZE NOWT-SHIRTS WITH YOUR AIRCRAFT IM-
PRINTED. THEY ARE FUN TO WEAR. GREAT FOR THE WHOLE FAMILY. MAKE A GREAT
GIFT FOR THAT AVIATION ENTHUSIAST. All Shirts Good American Made Brand.

AVAILABLE DESIGNS:
ACRO SPORT EMERAUDE P-47
BABY GREAT LAKES FLYING OUTHOUSE P-51 ONLY $3.50 White
BENSEN GYROCOPTER FLUT-R-BUG RED BARON
BLUE ANGELS FOKKER SOARING IS EXCITING $4.00 Colors
BD-5 J-3 CUB STARDUSTER I
BD-SJ I'D RATHER BE FLYING STARDUSTER TOO
STEARMAN
Note: (Give Design, Size, Color)
BREEZY MINIPLANE
CASSUTT MOTHER'S WORRY TAILWIND Add 50c for special handling and
CESSNA 150 MUSTANG II T-18 delivery.
CORSAIR NIEUPORT T-40A
CURTIS PITTS SPECIAL U.F.O. Foreign Countries add S1XX).
EXPERIMENTAL PIPER WACO
EAA BIPLANE P-40 Write...
AVAILABLE COLORS: WHITE, YELLOW, LT. BLUE, RED
AVAILABLE SIZES: ADULTS SMALL, MEDIUM, LARGE, X-LARGE
CHILD 2-4, 6-8, 10-12, 14-J6

"We Also Do Custom Work For Clubs" PO. -> H/l

72 MAY 1975
LETTERS . . .
(Continued from Page S)

Dear Paul:
I read the profile of you in Air Progress. I
sure wish you could understand ho* corrupt
any war is. Militarism and the military indus-
trial complex is ruining this country and, yes.
it will eventually ruin EAA. (Did you every try
to get one inch diameter tubing lately?)
At present I am working through Les Aspin
to help crack the governments supression of
gas saving carburetors. Kendig. Poague to name
a few. I wish you would take an interest in
this.
I really do believe. Paul, (and I say this with
realization that you have done an immense job
to help the sport airplane enthusiast) that you
are rubbing shoulders with a hell of a lot of
big shots of the bureaucracy who don't give a
damn about the small homebuilder and are out
to eliminate him or her
Homebuilding goes against the powers that
be because it makes one think and become an
individual. This the leaders of the masses don't
want. You can't lead thinkers into stupid wars.
I know you were a military man, well, so was
I, even saw a little action but still I am able to
see the light. Hope you do too.
If you are sincere enough to print this you
will find many down to earth members as A Picture
myself (who aren't designing craft, by the way.
that also can be used for military trainers)
who will be in agreement with this letter.
worth A Thousand Dreams
A unique new concept in sport aircraft construction drawings combining the precision
Incidentally. Paul, because of the fact that
the Navy is pondering buying the BD-5 for a detailing of a master perspective draftsman with Ihe artistic presentation of a graphic illustrator.
military trainer I am withholding a contribu- This full color illustration is incredibly detailed and drawn to perspective scale directly from
tion of $10 I was going to donate to EAA this the latest aircraft plans set. A worthy addition to your den and a valuable visual aid to clarify
spring when visiting Headquarters. construction details of your aircraft project. Available now with highest quality color
If I feel the military gets more involved I reproduction on heavy weight coated matt white stock 18" x 24" DSTARDUSTER TOO
will drop out of EAA Think about it. D PITTS S IS G STEPHENS AKRO Price including postage and sturdy mailing tube
Sincerely. is $12 for one drawing. $22 for two and S30 for the set of three. (Calif, residents add 6% tax)
Bob Kuehn EAA 2493 Remit check or money order to Ivan Clede Studios. 1127 Pembridge Dr.. San lose. Calif. 95118
Lomira. Wis 53048

FKff... SPECIAL SPECIAL

USATCO's "AIR WORLD"
Tool ft Supply Catalog SPORT AVIATION BACK ISSUE OFFER . . . .
Tools & Sv^opi't
1974 Metal Wcxk & 12 ISSUES FOR $7.50
r o l o 9 r i l * 0 . "AIR WORLD"
P.O. BOX 160 (Dtpi.S), NfW HYDE PARK I I Because of the tremendous response to our special "warehouse bargain price"
NEW YORK 1 IWC Phone: (516)328-0666 sale, this offer has been extended indefinitely! Added to this SPECIAL are
SPORT AVIATION issues for 1972! Go through the following list, pick out any
12 issues and pay only $7.50 for them (instead of the usual $10.80). EAA is mak-
ing this offer to clear out badly needed storage space. Take advantage of this
BRASS SCULPTURE KIT offer while the issues last. This offer is for issues up to and including December.
1972 only. 1973, 1974 and 1975 issues are not included. Any quantities of less
than 12, of the years prior to 1973, sell for 90c each, as do all issues of 1973,
1974 and 1975. Back Issues Available are the following . . .
1960 - July, September, October, November
1961 July, August, October
1962 - May, June
1963 - September, October, November, December
1964 - January, February, March, April, May, June, July, Sept., Oct., Nov., Dec.
1965 - January, February. March, April, May. June, July, Sept., Oct., Nov.
1966 - May, June, September, October, November, December
1967 - March, May. July, September, October, November, December
1968 - January, February, March, April. May, July, August, Sept., Oct.. Nov., Dec.
1969 - January, February, March, April, May. June, July. August, Sept., Oct.,Nov., Dec.
1970 - January, February, March, April, May, June, July, Aug., Sept., Oct., Nov., Dec.
1971 - January. February, March. April, May, June, July. Sept., Oct.. Nov., Dec.
1972 - January, August, September, October, November, December
1973 - July, August, September, October. November
Now you can make elegant metal sculptures 1S74 - January, February, May, June, July, Aug., Sept., Oct., Nov. and Dec.
like the eipentive ones In galleries. This
whimsical flying machine can be assembled 1975 - January, February, March, April
in 2 to 3 evenings. Easy-to-follow Instructions
plus your simple tools and solder convert kit
into beautiful 12" brass and wire sculpture. Make check or money orders payable to
Only $11.95 plus $1 postage and handling.
Add 72 tai for Calif, shipments. Send
EXPERIMENTAL AIRCRAFT ASSOCIATION, INC.
""""' WHIMSEY P. O. BOX 229
521 Fanita Way. Dept. O. Menlo Park, Ca 94025 HALES CORNERS, WISCONSIN 53130
SPORT AVIATION 73
 A Woody Pusher built by Cal Cavendish and Jim Cooper
of Lafayette, Louisiana. It was test flown by Griff
Griffin.

LENGTH . 14'4" FUELCAPACITV 12 US GAL SWAGE-IT

SPAN . . . . . . . 20'2- TOP SPEED . . ISOM PH
EMPTY WEIGHT
GROSS WEIGHT
420 LBS
BOO LBS
CRUISE SPEED
STALL SPEED -
. 14QM.P.H.
. . . 4 2 M.P H . YOURSELF
ENGINE VW 1600 SEATS 2. SIDE BY SIDE

Handy, Compact, Precision Tools for Nicopress Sleeves

Nicopress Oval Sleeves; Zinc Plated:!
f\ vlt". 12 for $1; 'Ai. 10 for $1 "SWAGE-IT"* TOOLS
FREE INFORMATION " J/". 20cea.; %". 25c ea. #2 for Jf", &" 4 W
K". 50c ea.: %", 75c ea.
(Send stamped, self addred envelope)
Nicopress Oval Sleeves $12.50
RAND/ROBINSON ENG., INC Stainless Steel Thimbles:
6171 CORNELL DRIVE I AN 100-C3 (K" & HJ"> 8 'or SI: #3 for W, %?, %' and W
HUNTINGTON BEACH. CA. 92647 AN 100 C4 (V) 6 for $1; Nicopress Oval Sleeves $27.50
AN 100-C5 %"> 2 0 c e a . Tightening bolts applies swaging pres-
AN 100-C6 (Kt"> 3Dcea._____ sure. Will hold full rated strength of
DETAILED PLANS & INSTRUCTIONS '45.00 Galvanized Cable MIL-W-1511A: cable. 'trademark
Comtructioo Kits aJio available 7x7, Y,t". lie ft.; V. 14cft.;
719, %", 19cft.; ^,", 21cft.; 13th Year Nationally Advertised
K,". 25c ft.
S & F TOOL CO.
Send check or M.O. with order. --E-BOX 1546 Costa Mesa, Calif. 92626
Calif, residents add 6% Sales Tax.
Orders postpaid in U.S.A.- Foreign Orders Add 10%.

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

acio 22 BIG SHEETS OF BEAUTIFULLY DRAWN

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

NOW AVAILABLE

ACRO SPORT PLANS Super Acro Sport

Wing Drawings $15.00

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

COMPLETE PLANS Box 229
and Builder's Manual .... $60.00 Hales Corners, Wisconsin 53130
74 MAY 1975
 SYSTMS
' -J i -1 SC
Mutder shrouo 3350 Cabm Meat Mutf 35 OC
Tailpipe 1660 Taylorcraft Model 19
10 20 64np.'OOfD '0950
PA-12 14 16 20 Carb H*>ai
22 muffler 14750 bhroud 19 50
PA-18 PA 1Q5 tnru Cab<n heal
PA-150 Tiutf'e- 89 95 shroud ?i 50
TaylorcrdM C65 B thr^,
AeronCd 7AC MAC
BC12D 7200
eahausl sysl Pr 48 X
Heat shroud
Heal rruit Ea '7 40 assy 56 89
E'Coupe 415C mod Competition Aero-
syslem Pt 5900 batic EM ha US! ML360 Full 360 Channel
Carb neat mud
Cat)m heal -null
19 50
1850
SySIen wilhoul
smoC Mt<ngs
Comm Transceiver $630.00
Luscombe CrossOvC' pf 97 5C
65 hp With smoke fittings
Rear Crossover 3895 P- 11950
200hp w.lh smone
RH Stack 29 95
P' i39 50
LH Stack ?9 95
Beech E*naust system
CaD'H Heal
Lye 108-160 hp
ShrouO 33 50
SI 234 00

ENGINE MOUNTS
J3 ............
Aeronca 7AC. 11AC .........
T-Craft 65 hp models . . ML200 NAV/Comm Transceiver
100 Channels Comm & 100
T-Craft 85 hp BC12D ... Channel NAV '$565.00
PA-11 90 hp ..... .......
PA-15, PA-17 .... .......
PA 18. 105, 135, 150 . . . . . . .
Send for FREE parts catalog.

WAG-AERO, INC.
North Road - Lyons, Wisconsin 53142 - 414, 763-9588

OLC30OMNHocalizw
OBS '$315.00
BothML200&OLC30 For $695.00
IF PRICE ISN'T A GOOD
ENOUGH REASON TO
BUY OUR RADIOS, THEN
RELIABILITY &
EXTENDED
WARRANTY SHOULD BE.
Our New Year's resolution? We want
everyone to fly our radios, so we're
offering them to you directly, at as low
a price as we've ever advertised. And
the reliability is so good, we're
offering a two year warranty.
Sport planes, gliders, racers,
balloons, experimentals whatever
TERRA is what flyers are turning to
after all, what could be better than
a reliable radio costing less than all
the others?
Fcx more information on the complete Tn-
Corporation line ot communication and
navigational equipment. write to

CORPORATION
3520 PAN AMERICAN FREEWAY
ALBUQUERQUE. NEW MEXICO 87107
(505)345-5621
,_________________________^
SPORT AVIATION 75
 AIRCRAFT SPRUCE AND PLYWOOD
4130 AIRCRAFT STEEL Spars, Stringers, Cap-Strips
Round tubing - square tubing - stream- * Surfaced either two or four sides.
line tubing - bushing stocks - steel sheets * Plywood and spruce in stock for
aluminum sheets, immediate delivery.
* Dynel Fabric
.25c FOR PRICE SHEET
Polyurethane Foam and
CLASSIC Al R Epoxy Resins for KR-1 Aircraft.
(813) 686-1285 WICKS ORGAN COMPANY
723-S Saratoga Ave. Lakeland, Fla. 33801 Madison County Highland, III. 62249
BUILD THE LITTLE D-8 SAILPLANE: 618/654-2191 No Collect Calls, Please
* All Metal
* Easy to build for beginner and
veterans alike
* Plans only $39.00 KIT AVIONICS PLACARDS-PANELS
EXACT DUPLICATES PLATES TO YOUR DESIGN
* Brochure $1.00
Build your own Audio Panel, TOP-QUALITY METAL IDENTIFICATION PLATES, CONTROL
PACIFIC AIRCRAFT POSITION INDICATORS AND SWITCH PANELS FOR ANTIQUES,
P. 0. Box 2191 Marker Rcvr, Test Equip. & more. CLASSICS. WARBIRDS, HOMEBUILTS AND PRODUCTION
La Jolla, California 92037 AIRCRAFT. SINGLE PLATES AND PLATE SETS AVAILABLE.
FREE CATALOG lTOfii\ SEND FOR FREE LITERATURE
liviSUAL PRESENTATIONS
RST POB23233B San Diego, CA 92123 , BOX 142 MAYNARD. MASSACHUSETTS 01754
(714) 277-1917

Sport Aviation Supply Ltd.

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

1st Finished. ART CHARD, Bronson, Mien.

CERTIFIED AIRCRAFT BIRCH PLYWOOD
VAN'S RV-3 In stock in thicknesses from .6mm 3-ply
thru 6.0 mm 5 ply. Various size sheets.
1973 & 1974 EAA Flight Efficiency Winner NOW IN STOCK
The total performance homebuilt, Tops
AIRCRAFT SITKA SPRUCE (MIL 6070S)
195 mph on 125 hp. Lands 48 mph. STOL. 3
Aerobatic. Aluminum structure. Easy to /4", 1", 2" x 6'", dressed to 20' long.
build and fly. 85 - 150 hp. Parts Avail- BUILD THIS 2 - P L A C E S P O R T P L A N E HOMEBUILDERS SUPPLIES,
able. AN, BALSA, AEROLITE GLUE
MATERIAL KITS AVAILABLE
Brochure $2.00 Plans $75.00 I N F O 54.DU P L A N S $75.00 Write For Free Quarterly catalog
Construction Manual $5.00.
VAN'S AIRCRAFT
ROGERi A I R C R A F T CO. , 758 LIBBY DR.
22730 S. W. Francis, Beaverton, OR 97005 RIVERSIDE, C A L I F . 92507 (7U) 682-6766
COMPLETE HARDWARE
SUPPLIES
Aqua Glider Kingfisher
Eaby Ace Mustang
Baby Great Lakes Pazmany PL 1 & 2
ED-4 Sidewinder
Coot Starduster
Bakeng Duce Starlet
Dyke Delta T-18
Fly Baby Turner T-40
Heath Bantam
Others in Process
FIRST IN SPRUCE
Second to none in building supplies of all kinds including spruce kits, steel tubing EVERYTHING IN HARDWARE
kits, covering materials, instruments, accessories and hardware. SEND YOUR REQUIREMENTS
KILN DRIED SPRUCE TO SPEC. S-6073
Finished spars, stringers, capstrip All sizes available SPENCER AIRCRAFT
2/4" x 6" lengths 10-14' $1.65 lin. ft.____________ INDUSTRIES
AEROLITE* HUGHES FPL-16A 8410 DALLAS SEATTLE, WA. 98108
Wood Glue Epoxy Wood Glue
1 lb. Kit $ 4.25 1 qt. Kit - 5 Ibs $11.00
5 lb. Kit 9.95 1 gal. Kit - 15 Ibs. $29.90
8 lb. Kit 15.05
* Trademark of Ciba Co. Ltd. F. 0. B. Fullerton, Calif.
MAKE BUILDING EASY
MATERIAL KITS FOR EXCEPTIONAL DESIGNS
KR-1 KR-2 ACRO SPORT
Spruce Kit $145.00 $175.00 Spar Kit $151.00
Styrofoam 90.56 141.20 Tubing Kit $350.00
Epoxy Kit $24.00/gal. $108.00/5 gal. SKYBOLT
Dyne) Fabric 48" $1.80 yd. Spar Kit $230.00
Polyurethane foam available Tubing Kit $380.00
PAZMANY PL-4
Write for detailed listings approved by the designer of this award-winning aircraft.
AIRCRAFT PLYWOOD
4'x8' sheets to Spec. MIL-P-6070 Prices per Sq. Ft.
Mahogany Birch
Thickness 90 45 90" 45
1/32" 3 ply 1.53 2.27 (Poplar only)
1/16" 3 ply 1.21 1-94 1.26 2.11
3/32" 3 ply 1.26 2.07 1.31 2.16
1/8" 3 ply 1.31 2.18 1.37 2.20
3/16" 3 ply 1.36 2.26 1.51 2.61
3/16" 5 ply 1.63 2.94 1.57 2.83
1/4" 5 ply 1.76 3.01 1.68 3.08
10% Discount for 8 sheets or more - 25% cutting charge on less than half sheets. $3.00
packing charge for less than 3 sheets unless cut in half. Marine Plywood Available.
NEW 120 PAGE ILLUSTRATED CATALOGUE $2.00
(Applicable to $25.00 Purchase)
BOX 424, FULLERTON, CALIFORNIA 92632 714/870-7551
76 MAY 1975
This Taylor Monoplane is the work of John C. Walmsley
(EAA 53491), P.O. Box 805, Geraldton 6530, Western
Australia. Powered by a Rollason Ardem Mark XI (VW)
of 1600cc with a 25/s" long and 4%" diameter prop
extension. The Australian Department of Transport
has asked Mr. Walmsley for justification for this ex-
tension so he could use a letter from any of you who
are running a similar extension on a VW engine. John
is currently building a Rollason Beta.
Pitts N8424 is powered by a 150 hp Lycoming equipped
with starter, battery and alternator. The aircraft is
complete with a strobe, landing light, nav lights, smoke
system, inverted system and was just fitted with a set
of new four aileron, symmetrical wings. Built by Anthony
G. Ebel (EAA 36867), 812 W. Maple, Lompoc, Calif.
93436. Ebel is Secretary/Treasurer of Chapter 275.

Aerobatics IAC IS ... The world's largest aerobatic organization.

Consisting of over 2500 members, IAC is the voice for
sport aerobatics. There are also over 30 local Chapters of
the Club scattered all over the United States, Canada, and
South Africa. IAC sponsors dozens of aerobatic contests,
judge's schools, training sessions, and educational meet-
ings. The Club publishes the most comprehensive maga-
zine on aerobatics available, Sport Aerobatics. IAC gives
you the opportunity to participate in the most dynamic and
exciting aspect of the sport aviation movement within the
framework of the EAA. Dues are $13.00 per year
and is open to anyone interested in aviation and
who is a current EAA member. Write today!
INTERNATIONAL
AEROBATIC CLUB

I. A.C.
YOU GET . .. For your annual dues, the following:^
1. Twelve issues of Sport Aerobatics containing many inter-
esting and educational articles and pictures.
2. Membership number and card and official decal.
3. Your own copy of the IAC Official Contest Rules if re-
quested.
4. Eligibility to fly in many IAC sanctioned events.
5. Numerous programs available to IAC members, in-
cluding the Aerobatic Achievement Awards Program,
the Judge's Continuing Education Program, and others
oriented toward the aerobatic enthusiast.

INTERNATIONAL AEROBATIC CLUB, INC.

CONTACT: P. O. BOX 229, HALES CORNERS, Wl 53130

SPORT AVIATION 77
 At your Service, Headquarters since 1931 for
SPECIALTY PLYWOODS A comprehensive works particularly for the serious minded individual
interested m designing and building light float sport aircraft 7 drawings
AIRCRAFT To MIL-P-6070 24 x 36 PROFUSELY ILLUSTRATED An e x c l u s i v e f i r s t m the modern
method o'. technical presentation which could not be accomplished otherwise
90 Mahogany Type 48 x 96 Panels m lesser form A straight-forward approach to proper float aircraft design
practice (Finger tip float design engineering data for light float aircraft from
1/16", 3/22", 1/8", 3/16",
1/4", 9/32". 5/16", 3/8" i.OOO and less and up to and including gross weight of 2.425 lbs ) Highly
detailed showing details, sub-assemhlies and mam assemblies generously
detailed "Float Aircraft Design Guide." $1950 postpaid m U S A and its
MARINE To MIL-P 18066 possessions For airman service add $2 00

Fir, Overlay and Mahogany types Outside of North America kindly use international money order payable
5/32" to IV," thicknesses m U S equivalent currency Add $100 additional for postage or $300
custom scarfed to any length for airmail service Or send self-addressed stamped envelope lor detailed
float aircraft design guide information

Famowood Plastic Filler & Borden adhesives also available. MRS. STANLEY J. DZIK
4079 NORTH 62nd STREET
HARBOR SALES CO., INC. MILWAUKEE. WISCONSIN 53216, U.S.A.
1401 RUSSELL ST., BALTIMORE, MO. 21230
Phone 301-727-0106

GARMENTS FOR THE HOMEBUILDING FAMILY

Hi Quality T-Shirts Sweatshirts Windbreakers HATZ CB 1
SILK SCREENED WITH ILLUSTRATION Thrifty 100 h.p.
3-view & photo
OF AIRCRAFT OF YOUR CHOICE
$1.00
Specify White or Yellow for Garment & S.M.L. or XL
T-Shirts4.00 ea* Sweatshirts 8.00 ea* Windbreakers 15.00ea* Plans Available
'Add 1.50 per order for Postage & Handling DUDLEY KELLY
Rt. 4,
TORG /ART 1314 Dorothy Drive, Glendale, CA 91202 Versailles, Ky.

BUILD YOUR OWN AMPHIBIAN INVERTED OIL SYSTEMS . . . . . . . . . . . . . . . .$107.50

"COOT
Includes *0il changeover valve *Oil Separator tank
*Sump fittings

Two-Place
PITTS SKYBOLT ACRO SPORT
Folding Wings *Fuel Tanks - Smoke Tanks *Dyna Focal Ring Kits
Towable *Flop Tubes - Winp Fittings *Dyna Focal Rings
Easy Construction "COOT-A with fiberglass hull. Complete with Bearings Completely welded
*Stainless Steel Exhaust
We have hard to build parts and hull shells SEND *"l" Struts - Slave Struts 150-180 and 10-360 200 HP
available. $3.00 * Engine Mounts *Pilct Tubes
Construction Photos $25.00 For Specifications For Complete Listings and Prices
Photo, 3-Views, Write To:
COMPLETE PLANS AVAILABLE
Prices and A C R A - L I N E PRODUCTS
MOLT TAYLOR Information Packet P. 0. Box 1274 Kokomo, Indiana 46901 (317) 453-5795
Box 1171 Longview, Wash. (986:2) Phone (206) 423.8260

ATTENTION EAA MEMBERS

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

SEND $5.00 FOR VINYL PORTFOLIO CONTAINING FULL DETAILS

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

78 MAY 1975
 FOR
SAFETY

This Bensen Gyrocopter was started by Howard J. Cooper

(EAA 89265), 3553 Alice Lloyd, Ann Arbor, Michigan
48014 while he was still a senior in high school and was
completed in 9 months of leisurely work. Howard is now
plus
a student at the University of Michigan. BEAUTY

Specify

v Flight Proven
Durable AIRCRAFT FINISHES
(Photo by Bill Adams. EAA 51011) for Executive, General
We knew these Warbird pilots were great but a high
wire act in a P-63???
and Agricultural
Aircraft...
POLYURETHANE
BUTYRATE NITRATE
ACRYLIC EPOXY
ENAMELS PRIMERS

Contact Randolph Products

Company, for name of
nearest distributor.

The first Bushby Midget Mustang built and flown in the United Kingdom.
It was started in 1966 and was initially flown in 1973. Owned by K. E. Sword
(EAA 55901) of Leicester, England.
SPORT AVIATION 79
 PLANS FOR ALL-WOOD FLY BABY
PLANS NOW AVAILABLE . . .

FOLDING-WING
SINGLE-SEATER

WINNER OF 1962
EAA DESIGN
CONTEST.

$25.00

Simplified step-by-step assembly drawings SEND $1.00

and detailed printed instructions. for literature,
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
HOMEBUILDERS
built. Plans consist of 15 big sheets drawn by Bill Blake New (Bede 4 Cowl)
who also did the widely acclaimed EAA Acro Sport plans. Tailwind, Cougar, Bushby I
& II, VJ-22, Loving's Love,
The Pixie is a very docile little'- sportsplane designed Smith Miniplane, T-18, PL-1,
for the pilot who wants an honest, inexpensive fun air- PL-2, Pitts, Starduster, Sky.
plane for weekend and sparetime flying.
bolt and others.
Marcel Jurca MJ-77
Plans are only $40.00. Mail your check to: (P-SI 3/4 scale)
Information Package $5.00
Full cowls, tip tanks, wing tips, spinners, prop extensions,
wheel pants, engine nucelles, air scoops, Pazmany nose
EAA AIR MUSEUM cowls, wheel pants for tri-gear, and bucket seats, prop flange
reintorcement. Fiber-glass kits and aircraft spruce.
FOUNDATION, INC. WRITE FOR CATALOG - $1.00
BOX 229
GEORGE & JIM RATTRAY AIRCRAFT PARTS
HALES CORNERS, WISCONSIN 53130
2357 Afton Road Beloit, Wis. 53511
(60S) 362-4S11

AL BUTLER will do your

49% with PRECISION!

COMPLETE SERVICE STITS CATALOG

. Certified aircraft quality materiaj LISTING
cut to blueprint skes full _._,.--
COMPLETE WQ.OD KITS.BY A BUILDER
Sitka Sxpruce, Ptne.-Oouglfe'Fir.'... All Plywoods - Nails HIGH GLOSS URETHANE ENAMELS FOR METAL & FABRIC
Wingribs fabricated,! AN^rr/c/jSrare packagesrace-comrjlete AIRCRAFT, URETHANE & EPOXY VARNISH, CORROSION
to conform to plan, do^b cotter pins^arvd all-details.. . INHIBITING EPOXY PRIMER, ETCHES, BRIGHTENERS,
AEROLITE 306*
ONE SHOP ONE STOP/ CONVERSION COATINGS, CLEANERS, AIRCRAFT PAINT
KITS MADE UP TOWEoPEds OF STRIPPER, REPAINTING & RECOVERING SUPPLIES.
AIRCRAFT YOU AR^BUILDING"
Brag'and Anti-drag wires with
fittings to your specs. ., ... POLY-FIBER AIRCRAFT COVERING PROCESS
V.W. Rrop Flanges - Built fey BJjtjer SERVICE PROVEN, NON-BURNING
Full Machine Shop r-a'cWKersr^
COMPLETE FABRIC COVERING SYSTEM USING
- -Modern facilUieuseZrfor'.yvelded NEW MODERN MATERIALS
^eorrrptffients, fuselages, gears, etc.. ;;,
Complete iolloWfhrough
on your project. We are WRITE OR PHONE FOR CURRENT CATALOG AND STITS
a shop, not just a store! DISTRIBUTOR LIST
FAA Facility ft 103-1 3

Quality materials and Craftsman-

Patronized by Particular Builders ship are buy-words at BUTLER'S.
SEND ONE DOLLAR FOR CATALOG.

STITS AIRCRAFT COATINGS

POST OFFICE BOX 3084S
RIVERSIDE, CALIFORNIA 92509
A.H. BUTLER, EAA 57353
R.D.2, Box 174 BLAIRSTOWN, NJ. 07825 PHONE 714-684-4280
AC/201-362-6333

80 MAY 1975
 Experimental Aircraft Association, Inc.
STATEMENT OF INCOME, EXPENSES AND CHANGES
IN FUND BALANCE
For the year ended December 31,1974
Income

Memberships $ 699,906
Publication Sales 22,776
Advertising 80,788
Merchandise sales 153,698
Convention 315,792
Interest income 27,577
(Photo by Lee Fray)
Division management fee 7,136
Left to right, Kelly Viets, Ray Stits, Audrey Poberezny, Photographic services 10,546
Harry Zeisloft and Buck Hilbert. Miscellaneous 2,641
$1,320,860

Expenses

Wages and salaries S 206,597

Employee benefits and expense 31,565
Publication costs 281,099
Advertising and public relations 25,845
Cost of merchandise sales 120,550
Convention expenses (NOTE) 264,971
Depreciation 8,194
Administrative and general expenses 253,531
Retirement of Air Museum notes 90,000
Loss on sale of assets 4,364 $1,286,716

Excess income over expense $ 34,144

(Photo by Lee Fray)
Left to right, Bob Fergus, Bill Turner, Tom Poberezny Fund balance, January 1, 1974 668,591
and Antique-Classic Division Vice-President J. R. Nie-
lander. The Division was also holding an officers and Fund balance, December 31, 1974 $ 702,735
board meeting at EAA Headquarters. NOTE
In addition to Convention expense, payments in the amount
of $90,263 were made during 1974 to reduce indebtedness
on EAA Convention site land purchased at Oshkosh, Wis-
consin.

As of December 31, 1974 the total commitment for land pur-

chased at the Oshkosh Convention site was $329,480. This
consists of $264,440 principal and $65,040 interest with
payments due over an eight year period.
An independent audit of the financial statements of the Experimental
Aircraft Association, Inc. was performed for the year ended December
31, 1974 and presented to the Board of Directors.

EAA BOARD OF
(Photo by Lee Fray)
EAA Air Museum Foundation Board of Trustees meeting DIRECTORS MEETING
April 11, 1975 in Haedtler Hall in the Air Museum's
complex, Franklin, Wisconsin. Saturday, April 12, 1975
Place: Haedtler Hall, EAA Headquarters, Franklin, Wisconsin
Present: Paul H. Poberezny, Ray Scholler, S. H. Schmid, Harry
Zeisloft, Robert Gyllenswan, Gus Limbach, S. J. Wittman, Ron
Scott, Van White, Tom Poberezny, Jerry Strigel

The meeting was called to order by President Paul H.

(Photo by Lee Fray)
Left to right, Harry Zeisloft, Van White, Ray Stits, Chet
Weilman, Paul Poberezny, Bill Turner and Ray Scholler.
Poberezny. The Secretary's and Treasurer's Reports were
accepted as read.
The Officers and Directors received a briefing regarding the
activities and financial obligations of the Experimental Air-
craft Association. An audit report for the year ending December
31, 1974 was also presented and reviewed.
A presentation by Satellite Industries of Minneapolis,
Minnesota, regarding sanitary facilities for the 1975 Convention
was made by Mr. Ted Anderson of that company. Various
options regarding the spiraling costs of these facilities were
discussed and reviewed by the Directors.
The Directors and Officers received a briefing on the subjects
covered at the EAA Air Museum Board of Trustees meeting
held on Friday, April 11. (Continued on Page 84)
SPORT AVIATION 81
 NEED A & P RATING CUSTOM GRAFTED WOOD KITS
Guaranteed to pass written, oral, Practi-
cal. All Tnree txams in s 10 i4 days. A/C SPRUCE, PLYWOOD & SUPPLIES DISCONTINUED
V e r y Moderate Tuition. Examiner on ijiaif Wood kits for most homebuilts with parts INVENTORY SALE
For Full Information Call or Write: cut, sanded, ready to assemble. Spar kits
FEDERAL EXAMS with spars beveled and tapered. Acro
5602 N. Rockwell, Okla. City, OK 73008 4130 Tubing, Hardware many
Sport milled wing kit $398.39.
405/787-6183 parts and accessories at 1973
Western Division TRIMCRAFT AERO
4137 Donald Douglas Dr., Long Beach Apt. 4839 Janet Rd. Sylvania, OH 43560 prices. Write or call for free
Long Beach, Calif. 90808 213/429-3315 419-882-6943 Catalog 25c___
illustrated inventory listing.
CORVAIR PERFORMANCE INFO TEAM STITS AIRCRAFT SUPPLIES
HOW TO HOTROD C O R V A I R ENGINES '
PARTS CATALOG. KNOW HOW TO MODIFY OR IM-
OTTO
P. 0. Box 3084
PROVE YOUR CORVAIR AND WHERE TO GET THE
BEST PERFORMANCE PARTS TO DO IT RIGHT THE Riverside, California 92509
FIRST TIME. BOTH INFORMATIVE BOOKS $650
FIRST CLASS PREPAID. (714) 684-4280
1975 Catalog w/many exclusive SAL 2/3 Mustang Miniature Fighter
Plans - $150.00 Brochure - $4.00
^pTri. New, Items. Snd$1.00
3212-14 So. El Monte. Ca. 91733 S-14 High Wing All wood STOL
Plans - $50.00 Brochure - $3.00
Also available F-9, F-10, F-ll & F-12 bro-
chures $3.00. Add $1.00 extra for Airmail,
Kits for above will be available. Let us
know your needs.
A & B SALES
36 Airport Road
Edmonton, Alberta, Canada
AIR SKIMMER 403/453-1441
Performance so intriguing the U. S. Navy
purchased these plans and the proto-
type! Folding wings-Cont. or VW, 60-90HP
The orginal plans by the design engineer. Real Performance In A Proven Design
Info. $3, Plans $65. Special to EAA Mem-
bers $55 including plans for landing gear.
AIRCRAFT Engineered For Safety And
tc-f DI A klC 180 Carmelo Drive (E)
Jtl PLANS CARMICHAEL CA 95608 INTERCOM Simplicity VW Powered

Use with standard aircraft mikes and 600 Brochure . . . . . . . . . . . . . . . . . .$3.00

Solve Your Metal Cutting ohm headphones. 12 V. Four new models Plans (168 sq. ft.) . . . . . . . . . .$75.00
Problems to choose from: Model 301-use w/o radio
Homebuilt 80-Inch Bandsaw and hand mike, $39.95; Model 302-use w/o
radio & boom mike, $44.95; Model 303-use MacDonald Aircraft Co.
Build it in a few evenings P. 0. Box 643-S Sonoma, CA 95476
for about $100 using mater- with radio & hand mike, $49.95; Model
304-use with radio & boom mike, $54.95.
ials you can buy at the Post paid. Satisfaction guaranteed. Mass,
lumberyard and hardware res. add 3% tax
store. It also has a high MX CORPORATION
speed that zips through Box 47, N. Chelmsford, Ma. 01863
wood. (formerly Max Meredith Assoc.)
Plans and step-by-step in-
structions $6.00 - check or FLYING BOAT
money order.
HOMEBILT TOOL COMPANY A Challenge 1o The Home Builder I
Box 2136, West Lafayette, IN 47906

"OSPREY 1" FLYING BOAT

Wood Construction Folding Wings
B J 520 60 to 100 H.P. Stores in Garage Build and fly the boat that does
HIGH SPEED X-C FULLY AEROBATIC 250 ft. Takeoff not use or need ailerons, eleva-
Easy to Fly Photo Brochure $3
Information booklet now available - $6.00 Comnlete Plans $65 tor or rudder. Information free.
Engineered details; stress analysis; 3-view GEORGE PEREIRA, DESIGNER/BUILDER
drawings; photos; Sample plan sheet. OSPREY AIRCRAFT SPRATT CO., Inc.
Plans being prepared . . . . . . . . . . . .$250.00 3741 El Ricon, Dept. SA51 BOX 351 . MEDIA, PA. 19O63
Very detailed; completely engineered; con- Sacramento, Calif. 95825
struction manual; maintenance manual;
pilots hand book.
BROKAW AVIATION, INC.
Rt. 3, Box 58-B
Leesburg, Fla 32748 SMYTH SIDEWINDER BIRCH AIRCRAFT PLYWOOD
1969 EAA "OUTSTANDING DESIGN" Price at
New Orleans
Thickness Size per sheet
JET ENGINE 1 mm (1/25")
1.5 mm (1/16")
48x48
50x50
$ 9.00
$11.00
REVOLUTIONARY' All who see it
2 mm (1/12") 48x48 $12.00
marvel at its POWER. SIMPLICITY.
3 mm ( 1 / 8 " ) 48x48 $14.00
PUSH-BUTTON STARTING!
6 mm ( 1 / 4 " ) 48x48 $20.00
100% Throltleable CONTROL!
SAFE! RELIABLE! Clean Exhaust! Secure Packaging:
LIGHTWEIGHT. Never wears out! Add $3.00 to orders under 5 sheets
High performance, all metal, two-place Add $1.00 to orders over 5 sheets
POWER your Glidet. Small Plane
sportplane. Designed with the amateur
Ice-Sled. Boat. Go-Kart Tesl Stand. Etc builder in mind. Three-view, specs, sam- SHIPMENT:
EASY TO BUILD CONSTRUCTION PLANS:
ple drawing, 15 page illustrated brochure As Requested Collect
15-LB. THflUST JET-WT: S-Lts PLANS.. .512.00
$2 00. Good quality, easy to follow, step- 24 Hours After Receipt of Order
40-LB.THRUST.516.00 * SMB....119.95
For Complete INFORMATION Package: by-step construction drawings. $125.00. Send for (FREE) Stock/Price List
mclucr-g G8 2 Technical H<ndDoo (Illustrated), Graphs Plans may be purchased in five - $25.00 And Hand Sample
C;.r\es Comparisons wilti olhe-Jets and a Book on Uses packages if desired. Your check must accompany order.
JERRY SMYTH RHAY PLYWOOD COMPANY
EZlMIGr ENGINEERING CO. Box 308, Huntington, Indiana 46750 P. 0. BOX 1442 CHALMETTE, LA. 70043
18518-H SO. BROADWAY, GAROENA, CAL. 90248
82 MAY 1975
EAA Aeronautical Engineering HOMEBUILT HANDBOOKS
Scholarships I HOMEBUILT DESIGNER HANDBOOK (L.gh.
' plone) For mules Boionc*. A.rfo>ii Loyouf
Motenals Eng.nei SI 50 HOMEBUILT
Write EAA: AIRPLANE DIRECTORY Phorogrophv Speci-
fications Biplanes Ui'ro"ghti Ro<e>t
P. O. Box 229 JI.50 HOMEBUILT HELICOPTER HAND
_ . BOOK Explanotioni. ComDonen'i Rotors
Hales Corners, Wisconsin 53130 Order A.rf ii D^Q^ $i so HOMEBUILT HELI
01
COPTER O'RECTORY Photographs. Sp*Ci-
VOUrS ficatiom Hei'copfen Autogifoi. Rotor-
gliden $1 50 FIBERGLASS HANDBOOK-
GET Motenoli. Hand Loyup, Vacuum Mold-
BEECH A I R C R A F T PLYWOOD ing. Reooiring $1.50. AEROBATIC HAND-
Structurally Superior to traditional Birch and
Mahogany Panels
Price Per
SAM URSHAN
BOOK
icnbed
Fourteen manejverv illustrated
itep by vep SI SO

Bo 250. Santtl. Cal.lornl 92071

de-

Reliable
Thickness
1.5 mm (about 1/16")
2.0 mm (about 1/12")
2.5 mm (about 1/10")
3.0 mm (about 1/8")
Sire
48"x48"
48"x48"
48"x48"
48"y48"
Sheet
J 9.50
10.20
12.80 C E R T I F I E D A I R C R A F T B I R C H
15.00
P L X W O O D
Fuel Control
Listed prices are m U. S. dollars FOB per sheet
graded to GL II standards with 90 construction. 1/32" J8.40 3/32" $1360 3/16" $19.80 The Christen 844 Manual Fuel
ADO: (2 50 (or orders under S sheets.
Other thicknesses as well as 45r panel construc-
1/16" 9.20 1/8" 15.00 1/4" 25.20 Pump System introduces a new
FOB per 4x4' sheet. 20 or more 10%.
tions available on special order.
Cut in half, or smaller for prepaid parcel concept in fuel systems for light
Your check must accompany order.
EAA members 5 S, discount. post and faster service aircraft. It is a self-contained single
REPLY: HY. Box 292. Netcong. NJ 0785? VIOLETTE PLYWOOD CORP. fuel control unit which provides all
P. 0. Box 141X LUNENBURG, MASS.
fuel management functions for
TAYLOR MONOPLANE & light aircraft without the need
TAYLOR TITCH
SOUTH FLORIDA for connection to electrical power.
Homebuilders Supplies, 4130 Sheet and
Tubing. All sizes, any length. The pump section of
Taylor Mono. The popular single-place
low wing, all wood, aerobatic model. 30 No minimum charge the Christen 844
to 60 H.P. 100 mph. with 1300 c.c. VW
engine. Excellent plans, fully detailed.
Distributor for all STITS Products. System consists
AN Hardware. Etc.
Sou.00. Tayior Inch. super smgie place of a self-priming,
low vying aerobatic tourer/racer. Simple KNAFP AVIATION
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H.P. engines. Superb plans for this su- 305/888-6322_____________305/887-9186 positive
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material list, and numerous advisory
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brochures and colored photo of both air-
planes. Construction pictures, per set ^^P New, manufactured to F.A.A.
$2.50. These plans are obtainable only Standards. Will fit sld. axles
from . . . Jl^l S includes sealed bearing.
"A I 2.80/2.50x4 ....... 69.50
Mrs. John F. Taylor ^L* 5.00x5 ........................ ..109.50
25 Chesterfield Crescent 4.00x6 ......................... .119.50
Leigh on-Sea, Essex, England MASTER BRAKE CYLINDERS
Reservoir style with park
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New. Mfg. for Cessna, leech, Piper
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Push-pull control!, ignition switches, volves,
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sec YOU* D;sT/eu7o* FO*

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VANDAUA. OHIO 45377
displacement,
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In addition,
ALCLAD 2024 the Christen 844
ROLLED AIRCRAFT ALUMINUM System includes
T3 .016 by 36" wide SI 60 per running foot
T3 .016 by 48" wide S2.15 per running foot a three-way ball-
T3 .020 by 48" wide S2.55 per running foot type fuel selector and shut-off
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T3 .032 by 48" wide $3.50 per running foot
valve, a replaceable filter, and a
0 .040 by 48" wide $2.95 per running foot FORD V-8
moisture sump with a quick-drain
0 .040 - 5052 3 4 ' 2 " wide $1.95 per run- valve. The Christen 844 System
CONVERSION KITS
Add 13 cutting charge for less than 5 ft.
COMPLETE READY FOR INSTALLATION functions in all aircraft attitudes and
Add $2 cutting charge for less than 10 ft. On 289-302-351-400 CID. Ford V-8. Now
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BRAND NEW SHEET FASTENERS ! ! Fighter Replicas Designed for installa-
3 32" or 1/8" 37c each - 36c each in tion of constant speed propeller. Custom
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lots of 50 - 35c each in lots of 100. engine building available. For illustrated design assures reliable trouble-
Sheet Holder Pliers used S2.75 pair. brochure, specs, price list, send $5.00.
free performance.
RIVETS (GOOD AIRCRAFT) NOTICE
Lot irl Mostly 3 / 3 2 mixed 95c per pound DEVELOPING TWO NEW ENGINES Send two dollars first-class
Lot 2 Mostly 1/8 mixed 75c per pound
Lot 3 Mostly 5/32 mixed 50c per pound
2-1 Reduction postage and handling (refundable
Pinto and Capri 4 cyl. (2000 cc and with order) to receive new color
Be sure to include ample postage, ex- 2300 cc)
cess will be returned. 100o money back Capri and Mustang II V-6
catalog of sport aviation products.
customer satisfaction guaranteed, if re- (2600 cc and 2800 cc)
turned within 30 days.
These engines could be installed in Christen Industries, Inc.
Send 25c for brochure many popular homebuilts with improve- 1048 Santa Ana Valley Road
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Hollister, California 95023
1430 South 33rd Street For further information contact us.
KANSAS CITY, KANSAS 66106
Telephone: (408) 637-7405 ^^^^^^
GESCHWENDER AEROMOTIVE, INC.
913 831-3903 Box 5152 Lincoln, Nebr. 68505
Quality products for sport aviation
SPORT AVIATION 83

HOMEBUILDER'S CORNER . . .
(Continued from Page 2)
that the Foundation has no right to produce designs
and/or drawings which would cut into their profits. One
gentleman recommended that the Pober Pixie drawings
should be made available to all members desiring
them, for approximately three dollars. I can say that
the designs of the single place Acro Sport and the Pober
Pixie were my own, and the design rights have been
turned over to the EAA Air Museum Foundation for two
specific purposes. One is to provide sets of drawings
that would be suitable for use in Industrial Arts programs,
Civil Air Patrol, Air Explorers, etc. for educational
purposes. The other is to provide funds for the EAA
Air Museum operations. These proceeds have helped
tremendously and have lessened the financial burden
on those EAA members who feel the Air Museum and
its work are worthwhile. The two place Pober Pixie,
a tandem seat aircraft, is under construction as the result
of many schools asking for the design of a two place
airplane. Also, because of the great number of people
who have written to me, or talked to me about a two
place Acro Sport and also because of the efforts of some
to modify the present airplane into a two place con-
figuration with which to make a profit for themselves, I
have started the design of the two place Pober P-12,
a twenty-five foot wing span version of the Acro Sport.
The airplane currently is sitting on the gear and has
taken a great deal, of midnight oil. The design rights
to both these aircraft will also be given to the EAA Air
Museum Foundation.
5. We have had a little more than a dozen comments
regarding the recent dues increase. I think we learned
something on this subject that should help us in the
future. You will recall that our previous increases were
in increments of two and three dollars. Since 1970 we
have attempted to hold the line, despite record breaking
inflation during the period. We absorbed price increases
as long as possible and when the Board of Directors
finally decided an increase was imperative, studies
showed that $5.00 would be the minimum figure that
would have the desired effect. If inflation continues and
future dues increases are necessary, perhaps we would
be wise to have smaller but more frequent increases. An
interesting point is the relative value of the five dollar
1975 increase as compared to the previous increase of
three 1970 dollars or the two dollar increase of the last
decade. In terms of buying power, this year's $5.00 in-
crease may well be the smallest of all.
6. On another subject, we are receiving an increasing
number of letttrs from people who have ordered kits
DIRECTORS MEETING . . .
(Continued from Page 81)
Other items discussed and reviewed by the Directors were:
1975 EAA Sweepstakes, Museum acquisitions, Designee Con-
ference, 1975 EAA Convention, New member campaign,
Washington report.
EAA AIR MUSEUM BOARD
OF TRUSTEES MEETING
Friday, April 11, 1975
Place: Haedtler Hall, EAA Air Museum, Franklin, Wisconsin
Present: Paul H. Poberezny, Dave Jameson, Dr. Lyle McCullough,
Tom Poberezny, James Barton, Robert H. Fergus, Buck Hilbert,
Morton Lester, John Parish, Ray Scholler, Ray Stits, Dick Stouf-
fer, Bill Turner, "Kelly" Viets, Harry Zeisloft
84 MAY 1975
from Bede Aircraft and from interested people who want
to know what the status of the BD-5 is at the present
time. Many feel that because the airplane is a homebuilt
aircraft, constructed by the amateur, that it is an EAA
supported and sponsored project. Nothing could be
further from the truth. EAA does not sponsor any par-
ticular design other than those it owns itself. Nor, do
we take a stand with any of the designers or material
sellers. I have flown the BD-5 propeller job, but there
has been no story in SPORT AVIATION. The reason
for this is that I just don't have the time to answer the
many letters that would be directed to me stating,
no doubt, that Bede Aircraft was receiving free adver-
tising in SPORT AVIATION and that EAA is giving
special treatment to Mr. Bede. It seems a shame that one
has to take this position, but as it is now, I have been
running sixteen to eighteen hours a day, seven days a
week and I feel that I cannot take on this additional
work load. It is too bad that the airplane has not moved
forward as fast as many people would like, but that is
beyond the control of us in EAA. Nor is it our business.
We try to give coverage to all new designs in SPORT
AVIATION to keep interest at a high level . . . but that
is as far as it goes.
7. I have received several letters and personal com-
ments from members of various Chapters asking if I
could suggest to the Chapter presidents that the talents
of Designees be put to better use at Chapter meetings.
Designees receive a Newsletter each month from EAA
Headquarters which could be used as a basis of a short
presentation at each month's Chapter meeting. Consider
it done. Incidentally, this is recommended in the Chapter
Handbook, which is provided each EAA Chapter Presi-
dent. This publication contains very detailed guidelines
and suggestions for running a successful Chapter.
8. It looks like we are going to have to take on farm-
ing at Oshkosh . . . a conclusion reached after we received
our tax bill for the property owned by EAA at the Con-
vention site. It was $6,000. Most likely we will be doing
a lot of baling of hay and renting some of the land out
for corn production, so as to make enough money to
pay the taxes.
I would like to take this opportunity to thank all of
you who have supported EAA over the years. Despite
criticism from a few, more of you have sent letters that
show an understanding of the task that faces us each
day here at EAA Headquarters. If I ever write a book, it
probably will not be about airplanes . . . it will be about
people. When we started out 23 years ago, I thought it
was all welding, woodworking, sheet metal, dope and
fabric, but we have learned a lot more about people
than about aircraft.
The meeting was called to order by President Paul H. Pobe-
rezny. The Secretary's and Treasurer's Reports were accepted
as read.
The Trustees and Officers present received a briefing
regarding the activities and financial obligations facing the
EAA Air Museum Foundation. An audit report for the year end-
ing September 30, 1974 was presented and reviewed. This was
followed by a report on the progress of Project Crossroads.
Follow-up action was discussed.
A fund raising and future development report was presented.
This report listed a number of contacts that had been made on
behalf of the Foundation. Also presented was a program
documenting various plateaus which would be reached through
planned phases over the next eight to ten years.
The "Aviation Greats Day" planned for Thursday, July 31
at the EAA Convention was discussed. A tentative schedule
was developed and a list of attendees was reviewed.
A list of Museum acquisitions from January 17 through
April 11 was presented to each Trustee. Other items discussed
were Museum admission fees, Burlington site, Designee
conference and a 1975 Convention report.
 Classified Ads
ADVERTISING CLOSING DATE: 1st OF THE MONTH PRIOR TO PUBLICATION DATE
CLASSIFIED ADVERTISING RATE: Regular type per word 30c Bold face type: per word
35c ALL CAPS per wo'd 40c (Minimum charge $500) (Rate covers one insertion one
issuei CLASSIFIED DISPLAY S2? 00 pe- inch i 2 ' 4 widtri column)
CASH WITH ORDER
Address advertising correspondence to
Box 229 Hales Corners Wisconsin 53130
Make all checks or money orders payable to EXPERIMENTAL AIRCRAFT ASSOCIATION
FOR SALE
Aircraft
CLIPPED WING CUB Famous Reed con-
version. Manuals, drawings, copyright
authorization Kit includes spar plates and
heavy duty strut ends $50 00 Wag Aero.
Box 18. Lyons. Wisconsin 53148
BAKENG DUCE left wing, right wing, cen-
ter section, ailerons, flaps, plans. First
$300 00 Ralph Mitten. Enid. Oklahoma
405/233-2836. no collect.
Single place Mid-Wing. 65 Cont , 39 hours.
$4000 1937 T-Craft, serial 210. new cover
and glass, not assembled, no prop. $2000.
Call Michigan 313/239-8586
BD-5D, Serial #3495, contracted for the orig-
inal $4400 Selling for $600. you pay bal-
ance of $4000. 10 days before delivery. 312'
395-2392
VP-1, flight tested, award winning school
project Selling to re-coup funds for next
aircraft project 1600cc engine, hangared,
$2000. Joe Webber, c/o Willowbrook High
School, Villa Park. Illinois 60181.
MUSTANG II Complete, but for engine and
canopy, Mark XII 360, excellent workman-
ship. $4500 firm, particulars write. Walt
Youra, 350 Ward Road, North Tonawanda,
New York 14120
BD-5D priority number #213. $600 equity.
Best offer over $600. R E. Huffman, Box
27207. Tucson, Ariz 85726. 602/889-5721
TWO TOO MANY modified Teenie Two with
55 HP Lye. 95% complete Will sell for cost
$1,000. 414/596-2810
HELICOPTER SCORPION II Partially fin-
ished, 65% of work completed, 80% of
parts included. $5.500. Call TWA pilot at
203/322-7410.
BD-5B 70 HP. kit #1027. elect. $240000.
Wings, flaps, ailerons, vertical stabilizer,
rudder, about ready to be skinned Basic
fuselage, % complete. Steve Copp. Route 3
Box 328-A. Hendersonville, NC 28739 704/
692-2378
EAA BIPLANE 90TT. 125 Lycoming, excel-
lent condition, offer, might trade. Roger
Ahrens. Fremont. Nebraska 68025 402/
721-7801
'47 CESSNA 120 full elect., radio, needs
right wing, gear box. prop Good int. and
glass 720 SMOH. good compression. Han-
gared. $1850 307/634-8473.
SCORPION TOO just completed, meticu-
lous in every detail Will consider trades.
414/763-6100 Burlington, Wisconsin
VP-1 108 hrs. on aircraft. ISOOcc VW en-
gine, Hegy prop Can be seen at the St.
Marys Airport. St. Marys. Pennsylvania.
Carl M. Dietz. Robin Road. St. Marys, Penn-
sylvania 15857 814/781-7474. $180000
TAYLOR TITCH 70 SMOH. C-85. $2100 Air-
frame without engine or instruments. $1100
505/898-7186 evenings.
ADVERTISING MANAGER SPORT AVIATION
BD-5B kit: Priority #2154 still crated Very
reasonable1 G. Raicos. R. D. #2 Box 408D.
Charleroi, Pennsylvania 15022. 412/483-
5179 after five.
PIEL EMERAUDE 85% complete. 0235 en-
gine, instruments, fuselage, spars, ribs,
tail feathers, landing gear, wheels, most
metal fittings Box 351, Monterey Park. CA
91754. _____
SCORPION TWO welded airframe, Improved
landing gear, seats, tailrotor directional,
collective. $110000 Edward Picardi. 3231
South 18th Street. Philadelphia, Pennsyl-
vania 19145. 215/HO5-9441
BREEZY 75 hrs TT. airframe and engine.
New materials all over, rebuilt 108 HP Ly-
coming, Cleveland wheels. 12 volt electri-
cal system New or overhauled instruments
Metal spars, J-3 wings, freshly covered
with ceconite. Super Cub wing tip boosters.
30 gallons fuel tank Write to: Maurice Boy- JLO-LB-600/2 with electric and carburetor.
er. 36 Ave du Pare. Valleyfield. Quebec,
Canada J6T 2P9
STITS PLAYMATE 0-290-D 105 hrs..
new T O H . , radio, lots instr., current li-
cense Mrs Ruth Schilling. 1910 E.D Street.
Belleville, Illinois 62221. 233-6197
BD-5B kit. electrical system. 70 HP. dual ig-
nition Construction begun on wings and
fuselage. Excellent workmanship. $2750
John Vance, 138 E Xenia Drive. Fairborn,
Ohio 45324. 513/878-9058
Engines
PROFESSIONALLY ENGINEERED CONVER-
SION INSTRUCTIONS for VW engines to
use with incredible Volksplane VP-1 and 2
and other aircraft Simple, low cost, ex-
tremely reliable Flight tested and proven
over 300 hours. 28 page brochure $7 00 ppd
U.S.A. Chas. Ackerman. 1351 Cottontail
Lane. La Jolla. California 92037
CORVAIR propeller reduction box plans and
kits information $1 00 COUGAR tri-gear
plans $10.00 Bud Rinker, 169 El Sueno
Road. Santa Barbara. CA 93110
LYCOMING ENGINES Homebuilders see
or call us first We build the best from 0-320
to 0-540 Call Dick or Gene 1-305/422-6595.
1325 W Washington Bldg A-6. Orlando.
Florida 32805.
MONNETT VW ENGINE CONVERSIONS
Easy bolt on! Streamlined prop hub unit,
rubber anti-vibration mount. Slick magneto
for aircraft engine look and performance.
Fits type 3 VW blocks. No modification to
existing VW parts necessary! Available
completely machined or "do it yourself"
castings. Also new cast manifold system
for "dual port" heads and Posa Injector
carbs Flight proven designs on the Son-
erai I & II. Introducing - ready to run con-
verted VW's 100% new parts. Monnett Con-
version, Posa Carbs, you add exhaust and
gasoline! 1600cc $1295 F O B . 1700cc
$1395 P.O.B Send $1 00 for Sonerai infor-
mation Monnett Experimental Aircraft. Inc .
410 Adams. Elgin, Illinois 60120
150 HP turbo Corvair engine, converted par-
tially. $450 Box 81, Wymore. Nebraska
68466
CARR TWIN Ultra light opposed twin-cyl-
inder four stroke, built mostly from exist-
ing VW engine parts See S.A Jan 1975 Pro-
fessionally drawn plans. $25.00 Info. $2.00.
Carr Conversions. P 0 Box 671. Beaverton.
OR 97005
VW CONVERSION booklet includes plans,
instrument markings, serial numbers VS
HP, ignition wiring diagram, step by step
instructions, $700 PP VERTEX MAGNETO
List $237.50. EAA $19900 PP inserts into
distributor hole TACHOMETER Electric
3" 5000 RPM. magneto actuated. INSTRU-
MENTS Engine and fuel. Catalog availa-
ble BAG. 78 E Stewart Avenue. Lansdowne,
PA 19050
Now Available! Brand new Continental R-
670, 240 HP, 7 cylinder radlals lor home-
builders. Weigh only 485 Ibs. Prop hub and
new design wood prop available. Contact
Chris Stoltfus, Box 470, Coatesville, Penn-
sylvania 19320. 215/384-1145 - or - Ken
Stoltzfus. North Lawrence. Ohio 44666.
(216) 833-7265 No Sunday calls please.
C85-12F with all accessories Good crank-
shaft. Needs top overhaul. $750.00 M.
Steinhilber, Box 441. Shellbrook. Sask..
Canada 306/747-2230.
LYCOMING 0-320-E2A o since major over-
haul, Vj" valve, chrome cylinders, with spin-
ner, prop, starter, oil cooler and Stolp
mount for Starduster II Howard Morgan,
4 Chandelle Drive. Hampshire. Illinois. 312/
683-3832
LYC. 190 0-435-1 needs work, $500. Box 81.
Wymore. Nebraska 68466
$200 weekends and evenings. 617'453-
7409
New 72 HP McCullough drone engine with
attachments, $50000 Master Enterprises,
P. 0. Box 100, Niles, Michigan 49120.
Engine Case for Continental 0300-A-145. Re-
paired and line bored by FAA approved fa-
cility. Papers A Schoenmaker. 27 Learner
Court. Iowa City. Iowa
Lycoming, 0-435 Air Force tag reads "Low
compression, Excessive oil consumption,
699:45 Hrs." Mags; still in crate Best rea-
sonable offer Steve Walker. 20503 Co. RD
50. Hamel. Minn. 55340. 612/425-5860.
100 LYCOMING 0-235-C. 1571 TT. 251
SMOH, all accessories, all logs, with Mc-
Cauley 724S prop. $1100. Mike Goetz. 203
W. Montezuma, Houghton, Michigan 49931.
LYCOMING 0320 150 HP. 240 TT, wide
deck, solid flange. Vi valves. Sensenich
74-53 prop. PS-SC carb, $3000.00 317/
457-8951
MAZDA ROTARY ENGINE Unbeatable pow-
erplant for homebuilt. Almost indestructa-
ble. Light 1 57 lb.'HP; rate 130 HP, used,
excellent: $650.00 914/426-1329 after 6:30
P.M , Pacific Time.
VW ENGINE BUILDERS, low. low prices.
Valves - 99c, valve guides - 60c Send for
complete list CARR CONVERSIONS, P O
Box 671. Beaverton. OR 97005.
200 HP LYCOMING IO-360. 117 TT. heavy
crank, etc Evenings - 312/272-2762. Days -
312/398-1020
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 V W., Corvair. Continental,
etc H A Rehm, Dousman. Wisconsin 53118
SPORT AVIATION 85
PROPELLERS 23 diversified custom pre-
cision machined models. Propeller Engi-
neering Duplicating, P. 0. Box 63, Man-
hatten Beach, California 90266.
CUSTOM MADE WOODEN PROPELLERS
Proven design, VW, Continental, Lycoming,
others. Recommended by Ray Hegy.
Wayne Ross, Box 7554, Phoenix, Arizona
85011. 602/265-9622.
PROPELLERS Custom modified metal for
experimental and racing aircraft. Rebuild-
ing, repair, service, all types. Prompt atten-
tion. ANDERSON PROPELLER CO. INC.,
DUPAGE COUNTY AIRPORT, WEST CHI-
CAGO, ILL. 60185. Phone 312-JU-4-8787.
PROPELLERS: VW, Corvair, Continental, etc.
Ray Hegy, Marfa, Texas 79843.
WOOD PROPELLERS FOR 0-290; 0-320; 0-
360 POWERED THORP T-18's AND COM-
PARABLE DESIGNS. WRITE FOR BULLE-
TIN #210, Sensenich Corporation, P. 0.
Box 1168, Lancaster, Pa. 17604.
Hang Gliding
PLANS AND INSTRUCTIONS Plans for
the original Quicksilver (monoplane) and
Flexi-Flier (rogallo). Guide to Rogallo
Flight, and catalog, $10.00. Information
kit, $1.00. Eipper-Formance, Inc., P. 0.
Box 246-E, Lomita, California 90717.
HANG GLIDING Designing/Building/Flying
handbook. 200 pages. New edition. $5.95
postpaid. Dan Poynter, 2431-304 Calle Al-
monte, Santa Barbara. Calif. 93109.
HANG GLIDER WEEKLY, $12/52 issues, or
trial subscription $2/8 issues. Box 1860-
SAb, Santa Monica. CA 90406.
Books
MODERN AIRCRAFT RE-COVERING Com-
plete manual with 50 illustrations on re-
covering with Grade "A" cotton or Cecon-
ite. $2.00 postpaid. Airtex Products, Box
177, Morrisville, Pa. 19067.
AIRCRAFT DESIGN, THIRD EDITION (1968)
by K. D. Wood. Now available. Revised ma-
terial includes new tables, graphs and
photographs. Previous editions used in 30
colleges. $13.95. M.O. with order. Johnson
Publishing Co., Dept. S.A., Box 990, Bould-
er, Colo. 80302.
Books for Aircraft Designers, Builders. Out-
of-print and current. List 25c. John Roby,
3703T Nassau. San Diego, California 92115.
LIGHT AIRPLANE DESIGN 80 pages, 61
figures, 16 photos, 18 tables. Step-by-step
guide for amateur designers. No difficult
math, $8.00. LIGHT AIRPLANE CONSTRUC-
TION for the amateur builder. Sheet me-
tal, fiber-glass, plexiglass, molds, tools,
jigs. 311 illustrations, 92 pages. $9.00. PL-4
CONSTRUCTION MANUAL 104 pages,
394 figures. Team-mate of CONSTRUCTION
book. A "must" for amateur builders. Con-
struction tips, VW engine installation in-
structions, Pop-Riveting technique $10.00.
PAZMANY AIRCRAFT CORP., P. O Box
80051 S, San Diego, CA. 92138.
DESIGN DATA All aircraft types. NACA Pub-
lications 1915-1958. Reports, Technical
Notes and Memorandums. Catalog, $2.50.
AER SOC PUBLICATIONS, 1823 N. Sierra
Bonita Avenue, Pasadena, Calif. 91104.
STARDUSTER TOO BUILDER'S MANUAL
CG data all engines. Hints, modifications,
illustrations, photos. $8.00 pd. Fred Meyer,
New Hartford, Conn. 06057.
WOODEN AIRCRAFT DEVELOPMENT HIS-
TORY 64p, over 300 color illustrations,
$10.50. JOHN ROBY, 3703T Nassau, San
Diego, CA 92115.
86 MAY 1975
EXPERIMENTAL LIGHT AIRCRAFT and Mid-
get Racers Photos and data on over
300 "homebuilt" aircraft of the world. In-
cluding little-known and highly unusual
craft. Directory of airplane kit and plan
manufacturers. Articles about homebuilt
and experimental organizations of the
world. USA: $3.45' (includes postage,
handling). Canada: $3.'75 (MO) to: AMERI-
CAN AEROTECK, P. 0. Box 881, Hicksville,
New York 11802. *N.Y. State Add Tax.
BUILD YOUR OWN SPORTPLANE New
256 page book packed with all needed in-
formation. Profuse photos, drawings.
$13.50. JOHN ROBY, 3703T Nassau, San
Diego, California 92115.
ANY RATED PILOT CAN EARN $200.00 - $300
WEEKENDS IN AERIAL PHOTOGRAPHY.
My new book, "Aerial Photography Really
Pays", tells you how you don't even need
to do your own selling or even own yo'ur
own plane. My book gives methods, tech-
niques, angles, sources of inexpensive
equipment, tax information and much more.
You'll soon have a good plane of your own
plus a good extra or full time income. $4.00
to EAA'ers (Cal. res. 24c tax). CBE, 521
Orange Avenue #146, Chula Vista, Cali-
fornia 92011.
PART-8 (100 MILES-PER-GALLON FUEL SYS-
TEM) US PATENT 3,851.633 owned by GEN-
ERAL MOTORS
Miscellaneous
WHEELS Custom made aircraft wheels,
complete with brakes and bearings.
500x5 . . . . . . . . . . . . . . . . . . . . . $110. per pr.
500x4 . . . . . . . . . . . . . . . . . . . . . $110. per pr.
700x4 (will take 800x4 tire) .. .$110. per pr.
Master cylinders, $20. per pair with wheel
order. $23. per pair without. Alfred H. Rosen-
han, 810 E. 6400 South, Salt Lake City,
Utah 84107.
FIRESTONE & SHINN wheels & brake parts.
1" brake lining kit, $6.60, 1" brake shoes
$8.25 each, brake dust covers $3.85 each*
all for model 6C assy's. Mfg. Firestone &
Shinn wheel & brake parts. WHEELER-
DEALER, P. O. Box 421, Harbor City, Calif.
90710.
T-18 BUILDERS Extrusions; sheet metal
and hardware; instrument panel; gas tank;
gas cap; landing gear; engine mount and
ring; aluminum windshield frame; hori-
zontal spar tube assembly; Cleveland 500x5
wheels and brakes; axle stub; Pitot-static
tube; wing ribs; Maule tailwheel. Write for
catalog. MERRILL W. JENKINS CO., 2413
Moreton St., Torrance, Calif. 90505.
LARGE STOCK of new and used light aircraft
and engine parts. Lots of parts for home-
builders. The home of flight tested aircraft
parts. Nagel Aircraft Sales, Torrance Air-
port, "lorrance, Calif. 90505.
SPORT AVIATION BINDER Now holds 12
plus. U. S. $4.25, Canada $4.50, postpaid.
EAA No. 79, Box 917, Spokane, Wash. 99210.
DRAG WIRES, FLYING WIRES, BEARINGS,
ETC. Per AN standards for homebuilts.
Send stamped addressed envelope for il-
lustrated list. A. Wheels, P. 0. Box 174,
Ambler, Pa. 19002.
GEE BEE CANOPIES T-18 Canopies and
windshields fit T-18. Mustang II, Sidewind-
er, Turner Super T-40A, CA-65. Pazmany
PL-2 Canopies, % and 7/10 scale P-51's.
$170.00 each. Large single place bubble -
60"x24"x16" high; small single place bub-
ble - 50"x24'x14" high - $100.00 each. New
Pitts Bubble $95.00. All canopies un-
trimmed and in green, gray or clear. "Ship-
ping crate - $30.00" FOB Seattle. Gee Bee,
18415-2nd Ave.. So. Seattle, Wash. 98148.
Glen Breitsprecher.
Dynel, fiber-glass, resins, polyurethane foam.
Complete supplies. Catalog 25c. Kick-Shaw,
Inc., 3527 Hixson Pike, Chattanooga, TN
37415.
PRICES SLASHED! DON'T TAKE CHANCES
on uncertified surplus or used wheels and
brakes! 500x5 or 600x6 1975 Production
Cleveland wheels and brakes, brake brack-
ets NOW ONLY $125.00 plus $6.50 postage.
Wheel dust covers $7.50 set. M. B. C. with
parking brake $35.00 pair. Bonanza type
$35 pair. 500x5 or 600x6 Cessna axles
$19.50 each. 1975 600x6/6 tires $17.00.
Also conversion kits for Cessna, Beech,
Stinson, Swift, etc. Stamped envelope for
free list. Hardwick A i r c r a f t , 1612 Chico,
South El Monte, Calif. 91733.
T-18 BUILDERS Save time and material.
Buy material marked per matched hole
tooling. We have 90% of all material, hard-
ware, parts and assemblies. Write for cata-
log. Ken Knowles Sport Aircraft, 27902 Al-
varez Drive, Palos Verdes Peninsula, Cali-
fornia 90274.
T-18 MACHINED PARTS 67 parts exactly
per Thorp's drawings including canopy
latch. Send for list. Dewberry Industries,
4751 Hwy. 280 So., Birmingham, Ala. 35243.
NEW WOBBLE PUMPS united aircraft pro-
duct, AN4009 type D-2 with handle, $48
each while they last. Javelin Aircraft Com-
pany, Inc., 4175 East Douglas, Wichita,
Kansas 67207.
COMPLETE LINE OF CLEVELAND WHEEL
CONVERSIONS for Cessna, Beech, Na-
vion, Swift and Stinson. Write for quote.
Homebuilders 5.00 and 6.00 new magnesium
wheels, brakes, covers and bearings
$132.50 and $6.50 freight (USA) Amphibious
6.00 x 6 wheels and brakes $223.50 and $6.50
freight. Technical information available.
Barney Oldfield Aircraft, Box 5974, Cleveland,
Ohio 44101.
VP-1 MOLDED FIBER-GLASS ENGINE COWL-
ING Upper and lower shell, excellent
cooling. $50.00 postpaid. Dick Ertel, RR
#7, Quincy, Illinois 62301.
ALUMINUM kits; Mustang I. Mustang II, T-
18, Davis DA-2A, Sonerai, drills, reamers,
Gerdes wheels and brakes. Send large self-
addressed envelope stamped to: SMITH
SUPPLY COMPANY, Route 4, Brown Deer
Lane, Janesville, Wisconsin 53545.
COOT BUILDERS! The finest in machined
parts, fittings. All parts now available
many in stock Also custom work. Forney
Precision, Inc., Box 75, Cambra, Pennsyl-
vania 18611.
WITTMAN TYPE GEAR LEGS for Tailwind,
Sidewinder, Davis, Daphne, RV-3, and oth-
ers. Expertly machined and polished from
6150 steel. Write H. C. Lange, R. #1. Merrill,
Wis. 54452.
ATTENTION CFI's Biennial flight review.
Ground and In-flight check lists. Provides
permanent record. Pad of 40: $3.95. Sample,
.50c. Kick-Shaw, Inc., 3527 Hixson Pike,
Chattanooga, TN 37415.
CANADIAN KR ENTHUSIASTS Why pay
more. Eliminate importation problems.
Write, phone or visit your ONE STOP KR
CENTER, for all your KR-1 and KR-2 building
needs. Wood, foam, epoxy, dynel, engines,
props, professional partswe have them all.
Free price list. CANADIAN RAND AVIATION,
Hangar #2, Toronto Island Airport, Toronto
M5V 1A1, Ontario, Canada.
FLYTE BOND EPOXY A new, low viscosity,
high strength, epoxy. Specially formulated
for use in wood/foam/dynel aircraft struc-
tures. Does not soften polystyrene foam, or
become brittle on polyurethane foam. Low
toxicity. Use this one material as glue, filler,
coating, laminating resin and strengthening
filler material. Does not shrink, craze, de-
laminate or crack. Water, gasoline and chem-
ical proof, it is also impermeable to water va-
por and so prevents dimensional changes in
wood with changing humidity. Prevents
wood rot. $32.00 Gal. Send for booklet.
"WOOD/FOAM AIRCRAFT CONSTRUCTION
WITH FLYTE BOND EPOXY". CANADIAN
RAND AVIATION, Hangar #2, Toronto Is-
land Airport, Toronto M5V 1A1, Ontario.
Canada.

AN HARDWARE FITTINGS Send 50c
for catalog - refundable first purchase HB
AIRCRAFT STANDARD PARTS, BOX 4358,
FLINT, MICHIGAN 48504. 313/239-2992.
SPORT AVIATION ANNUAL FILESI Each con-
tainer holds 12 copies. 5 year supply, includ-
ing date labels. $4.95. EAA Chapter 202, Box
202. Panama City. Florida 32401
FLUSH GAS CAP with mounting ring May be
riveted, welded or molded to your tank. A
quality product machined from solid alumi-
num. $17.95 postage paid. Free brochure
AVIATION PRODUCTS. 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
LIGHTWEIGHT STEERABLE TAILWHEELS for
homebuilts. 4" or 6" diameter wheels. 1Vi"
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
- $45.00 pr. 12" aluminum spinners and
backplates - $25.00. ' F I & F V formed alu-
minum landing gears. 5' Azusa wheels and
brakes, plexiglass canopys. fiber-glass
nose bowls for VW s. Cassutt canopy caps,
etc.
POSA INJECTOR CARBS The answer for
carb problems. As used on Sonerai. 29. 32.
35. 37 mm models available. $50.00. Why
pay more? Include engine type and HP
RIVETS Cherry commercial "pop type"
rivets. 120 flush or standard protruding
head. Vt" stainless steel, $23.00/1000; Vi"
aluminum. $10 50/1000. G28 Hand Rivet
Tool for above plus 120 dimple die $21.00
Send $1.00 for Sonerai information. Monnett
Experimental Aircraft, Inc., 410 Adams. El-
gin, Illinois 60120.
HOMEBUILDERS are you looking for the
following - vac pumps, prop governors,
fuel injected systems, blowers, cranks
Check with us first. Air Engines. Ltd . 1325
W. Washington. Bldg A-6, Orlando. Flori-
da 32805 or call 1-305-422-6595
WOOD AIRCRAFT BUILDERS We supply
kit material to your specification, laminated
spars made to your requirements Epoxy,
aerolite glue, balsa, ash Kits for Pieten-
pol. Cavalier. Minicab. Taylor Mono, Fly
Baby. etc. Catalogue $1 00. WESTERN AIR-
CRAFT SUPPLIES. 623 Markerville Rd .
N.E.. Calgary, Alberta, T2E 5X1. Canada.
Bus Ph. 403/261-3046
BUBBLE CANOPIES 15x44x11. 20x33x13 -
$50. 18x46x 12 - $60. 20x46x 14 - $70. 23x46x 15
- $80 20x60x14 - $90. 23x60x16 - $100. 2/3
P-51, tandem 23x70x16 - $150. 34x70x21 -
$200. Tandem drape 23x55x17. open both
ends, $100 Emeraude windshield and side
panels $120 Others not listed. Prices in-
clude crating. Excellent optics Custom
work, partial canopies, windshields Send
stamped self-addressed envelope for com-
plete info. BOUWENS AEROSPACE. Twing
Road. LeRoy. NY 14482 716/967-8215.
FUEL GAUGES P-51, FOKKER replicas,
antiques, homebuilts. Send 50c piece for
information. Ron Sands, RD1-341. Mertz-
town, PA 19539
Vt SCALE P-51 aluminum cowlings, belly
scoops, spinners, wing tips. Specialists
on compound curves in 2024 T3 aluminum.
Let us know your needs Unlimited Simu-
lations. 33805 Viceroy, Sterling Heights,
Michigan 48077 313/268-4627
Precision metal and wood components made
to order for your homebuilt. Please enclose
legible blueprints or drawings Kipp Aero
Workshop, Route 1 Box 64. Swannanoa.
N. C 28778
PITTS ROUND WINGS (S1S) Covered, com-
plete, canopy with cowl, misc. parts 703/
860-2441
Steel Tube Fabrication wood work, dope
and fabric, engine mounts, fuselages, land-
ing gears, etc. Specializing in custom built
aircraft. All work guaranteed. 30 years ex-
perience 10% discount to EAA member.
Eugene Livingston, 4928 Eleanor Drive,
Charlotte. N. C. 28208. 704/392-5981.
Cessna 150-172 brake master cylinders, re-
conditioned new seal $17.95 each Nagel
Aircraft Sales. Torrance Airport. Torrance.
California 90505. 213/326-9303.
EPOXY RESIN Buy direct and save. For
use on foam/dynel and wood aircraft (KR1/
2 and W.A.R.) High flexural, tensile and
compresslve strength. Low viscosity and
toxlclty. $19.95 gallon plus shipping. Send
.SOc for catalog and technical bulletin, re-
fundable at $1.00 for first order. MILLIKEN
INDUSTRIES, 820 N. Grand Avenue, Covlna,
California 91724.
PROPELLERS to TAILWHEELS Instruments
Engines. Accessories, Parts. Sparkplugs.
Helmets, Manuals. Tires, wheels, brakes,
etc. Bass. R. 0. 1, Roms River, New Jersey,
Gerdes Products.
INDEX TO EAA'S SPORT AVIATION JOUR-
NAL. Looking for articles in past SPORT
AVIATIONS on a particular aircraft, building
techniques, materials, etc.? INDEX is an-
notated, cross-referenced, includes every-
thing, and is updated annually. 1960-1969
INDEX $5.00. 1970-1974 INDEX $4.00 ($300
for past purchasers.) SPORT AVIATION ar-
ticle copying service - back to 1960. Use
INDEX to locate articles you want copies
15c per page, $1 50 minimum. John Berge-
son, 418 E. Grand. Mt Pleasant, Ml 48858.
One pair 600x6 Cleveland wheels, brakes,
bearings, good tires. $125.00 Double spin-
dle profiling machine for propellers up to
74" long, including 30 templates, glueing
press. $120000 M Steinhilber. Box 441.
Shellbrook, Sask.. Canada. 306/747-2230
BD-5 BUILDERS AND BUYERS Free Club
information James BD-5 Club. Box 151,
Pasadena. California 91102
WIND GENERATOR Champion 10 amp. $40.
Continental carb heat box with filter. $19.
Aeronca heat muff, $8.00. All fine condi-
tion. Hansen. 2709 Robin Ridge, Enid, Okla
73701.
Interested in a steady income? Start your own
aviation insurance business. You'll have
tax deductible flying and save on your own
insurance. Send $4.00 for manual 'How to
Start Your Own Aviation Insurance Busi-
ness" Kam-Craft. Box 1, Okauchee. Wis-
consin 53069.
SPRATTS FLYING BOAT 22 photos, text.
Helpful to builders, lookers. $1 (non-re-
fundable) to see and return or pay $2 more
to keep Smith. 10509 N.E. 197, Bothell,
Wa. 98011.
Ground power unit less one jug with two
mags, sensitive altimeter. R.P.M. indicator,
no collect calls, 315/257-2031 after 7 P.M
MAGIC all purpose POLISHING CLOTH
cleans, polishes, waxes - chrome, alumi-
num, wood, enamel Removes oxidation
from paint and aluminum. Removes rust
from chrome. Non poisonous MONEY BACK
GUARANTEE only $1.75 for 2. Calif, resi-
dents add tax Rice Enterprises, P. O. Box
186, Cutten. Calif 95534.
DRAFTING: Detail drawings, blueprints, trans-
parencies, to customer specs Free info.
VANRJN. Grover Road. RD #1. Olean, NY
14760
Build wire styrofoam cutter for $4.50. expe-
dite building, plans $5.25. Lonnie Prince.
4460 Dayton Road. Springfield. Ohio 45502.
ALUMINUM OUR SPECIALTY list SOc refun-
dable. Charge cards BJG Aircraft. 40 Coun-
tryside Drive. St Peters. Mo. 63376.
KR-I-II/W.A.R. BUILDERS Polyurethane
foam and dynel Best deal Sport Craft.
3510 Langdale Drive. High Point, NC 27260.
919/869-3969.
2 lb. URETHANE FOAM, KR-1 A KR-2 kits
available. Send stamped, addressed en-
velope, free sample, price list. Low prices.
Jim Snyder. Hesston. Kansas 67062.
LAKE FRONTAGE, $20.00 per ft., clear, spring
fed water. Site for 3000 ft. strip Three miles
of frontage available. Minimum purchase
1000 ft 200 air miles from Milwaukee. Write
Box 91753. Milwaukee, Wisconsin 53202.
COOT BUILDERS My husband is so busy
building beautiful new airplanes 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.
SKIN CLAMPS for half the price of Clecos.
VB dia. - kit to make 50 clamps. $11.75. 100/
$21 95. Postpaid Data ,25c Swanson Tool.
4018 S. 272nd Street. Kent. Wash. 98031.
SPOKED WHEELS WITH BRAKES Com-
plete set of plans, with parts sourcing in-
formation. 16" - 18" rim size. V/V axle, use
on one or two place aircraft, price $4.50
postpaid R & B Aircraft Company. RD #2.
Box 78, Frankfort. NY 13340. 315/732-6513.
DANDY SIMPLE DIE., 172 Boniface, Kitchen-
er. Ontario. Canada: stocks aircraft 'One-
Sided/Hand" rivet dimple dies. 3/32". 7/64",
1/8" (100. 120); "lightening-hole" flang-
ing dies, cutters; (12 - sizes including "Ze-
nith"); monel "Pop" rivets, guns. Free
brochure(s). Free with orders: 4 - 7 ft. steel
bending brake drawing.
DRAGON SKIN fiber-glass wing and fuse-
lage skins. Sheets up to 4 x 8 in four thick-
nesses. Also molded leading edge materi-
al. Send $1.00 for sample and specifica-
tions. The America Company 1521 Breeze-
land, Oconomowoc. Wisconsin 53066
Parachutes
SURPLUS Seats Backs for aerobatics
Gliders Aircraft Pioneer thin back
$465.00. 313/349-2105 MIDWEST PARA-
CHUTE, NOVI. MICHIGAN 48050.
Services
BUILDING OR DESIGNING your own aircraft
and in need of sound advice? For FREE de-
tailed information about this engineering
mail service send a self addressed stamp-
ed envelope to:
AMTECH SERVICES
RD 8. Mansfield. Ohio 44904
Wood Testing Device; plans, detailed in-
structions $17.38; description June 1970
Sport Aviation.
BILL "AVI" ATOR Aviation Insurance
Specialist. Representing large established
companies. Competitive rates. Fast. Claim
Service. Speciality Homebuilts and Antique
Aircraft. 211 South Fayette. Jacksonville.
Illinois 62650. 217/245-9668
SAVE MONEY USE QUALITY RUBBER
STAMPS 3 line address stamp only $3.00.
Satisfaction guaranteed. Order yours now.
Great Circle Manufacturing Company. Box
173. Coloma. Wisconsin 54930.
BD-5 BUILDERS. Structure strengthening
mods. Flight controls, re-designed for dual
path failure mode. Weldments re-designed
to "YOU MAKE" redundant sheet metal
parts. Third edition. Send 20 cent business
size stamped envelope for index.
KR-1, KR-2. The missing "HOW TO". Photos
or slides plus instructions. Design Review
Issue One. specify airplane. Index available
upon receipt of 20 cent business size
stamped envelope Gillespie Aero Services.
404 South Reese Place. Burbank, Califor-
nia 91506.
SPORT AVIATION 87
ALUMINUM FUEL AND SMOKE TANKS-TIG
heliarc welded, pressure tested. We wel-
come custom tank work. We also offer a
CUSTOM MACHINING SERVICE, Including
layout and machining of instrument pan-
els. Write for complete listing of prices or
send your drawings for speedy quotations
WIDE-GRIN AVIATION, P. 0 Box 331, On-
sted, Michigan 49265
PLANS
Plans of aircraft advertised in SPORT
AVIATION must have satisfied the FAA
minimum requirements of the Experi-
mental Amateur-built Category and
must have been operated a minimum of
50 hours when using a FAA certified en-
gine or 75 hours with a non-certified en-
gine and should have satisfactorily dem-
onstrated its advertised qualities. The
FAA 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. 0. Box
229, Hales Corners, Wls. 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 7054
power. Construction plans and photos
$125.00. Brochure $1.00. S. J. Wittman,
Box 276, Oshkosh, Wls 54901.
BANTAM plans. Over 200 sq. ft. detailed
drawings. All metal construction. Fun to
fly. $55.00 for blueprints or $2.00 for
specs and photos. Bill Warwick, 5726
Clearsite, Torrance, Calif. 90505.
CA-65 Two place sport plane with retracta-
ble landing gear. Plans - $110.00. Brochure
- $3.00. A. Cvjetkovic, Box 323, Newbury
Park, Calif. 91320.
SMITH DSA-1 "Mlniplane" Plans. 17 ft. Bi-
plane. Excellent drawings, $25.00. Mrs.
Frank Smith, 1938 N. Jacaranda Place, Ful-
lerton, Calif.
AIRCAMPER, GN-1 Complete plans for 65
to 85 HP, 2-place Parasol, all wood and fab-
ric construction. Rib drawing and major
fittings full size. $25.00 postpaid. Cutaway
and photos, $1.00. John W. Grega, 355
Grand Blvd., Bedford, Ohio 44146.
SHOESTRING Formula One Racer, sport-
plane plans available. 3-view, photos,
specs., $3.00. Condor Aero, Inc., P. 0. Box
762, Vero Beach, Fla. 32960
AIR SKIMMER $10.00 buys the hull plans
for this single place homebuilt Navy Sea-
plane. Rest of plans as you build or com-
plete set of original plans $65.00. JET
Plans, 1800 Carmelo Dr. E. Carmichael,
CA. 95608.
FLOAT PLANS Metal. Designed by Stan-
ley Dzik. Information packet, $1.00 U.S.
Bill or Money Order. Plans, four sheets,
NOW $25.00. U. S. or Money Order. Post-
paid L. Landermann, 39 Poplar St., Ste-
Rose, Laval, Que , Canada.
JET ENGINE PLANS and newsletters, in-
fo. $1.00. Doyle, Box 310, Montclair, New
Jersey 07042.
88 MAY 1975
DIAMANT 3-4 sealer, all-wood: $100
SUPER-DIAMANT - retract tri-gear: $125
SUPER-EMERAUDE - 2 sealer, all-wood: $75.
BERYL - fully aerobatic, tandem sealer:
$80. COUGAR - all wood racer: $75.
- TOURBILLON - fully aerobatic, all-wood
single sealer: $60. - EDELWEISS - all-metal,
retrac. tri-gear, 2 sealer: $125. - 4 sealer:
$175.00 - Specs, 3-view, photos, $2 per air-
plane to E. Litlner, P. O. Box 272, Sainl-
Laurent, H4L 4V6, Quebec, Canada.
RAND KR-1 PLANS $25.00. The VW pow-
ered Styrofoam retractable. Ken Rand, 6171
Cornell Drive, Huntinglon Beach, Calif.
92647.
SESA REPLICA 85% scale WW I Biplane
Seoul fealured December 1970 SPORT
AVIATION. Sport plane performance with
antique appearance. Brochure, specs, and
pholos; $3.00. 30 sheels 22"x34" complete
construclion prinls and inslruclion book-
let $60.00. REPLICA PLANS, 953 Kirkmond
Crescent, Richmond, B. C., Canada.
HEADWIND B The original VW powered
airplane with over a decade of success Ex-
cellent plans, $20.00, info, $2.00. Stewarl
Aircraft Corporation, 11420 Rt. 165, Salem,
Ohio 44460.
LITTLE TOOT PLANS Reduced to book
form, sixteen sheets 11" x 17", $25.00. Full
size blue prints, $75.00. Illustrated bro-
chure, $2.00. Meyer Aircraft, 5706 Abby,
Corpus Christi, Texas 78413.
R. L. 3 MONSOON, low wing 2 seats all wood
construction. Brochure $3.00, plans $75.00.
Wood kits available WESTERN AIRCRAFT
SUPPLIES, 623 Markerville Rd., N.E.. Cal-
gary, Alberta, T2E 5X1, Canada Bus. Ph.
403/261-3046.
BG-6, BG-7, BG-12D and BG-12/16 plans from
$35 to $137.50. Information packages:
BG-6 and BG-7, $1.00; BG-12D, BG-12/16,
$1.00. Both for $1.75. Sailplane Corporation
of America, El Mirage, Rt. Box 101, Ade-
lanlo, Calif. 92301.
SONERAI I & II PLACE PLANS VW pow-
ered, all metal, folding wing, self-trailering.
I - $50.00. II - $75.00. II includes builders
manual. Components and kils available.
Send $1 00 for informalion. Monnett Ex-
perimental Aircrafl, Inc., 410 Adams, Elgin,
Illinois 60120.
JL-4 four passenger, wood and foam con-
struction, engines to 260 HP, retraclable.
STOL. 210 T cruise, information kits $2.00.
Jim Londo. Rt. 3, Box 83. Arlington, Wash-
ington 98223.
ANDERSON KINGFISHER SPORT AMPHIBI-
AN Flight proven, simple and economi-
cal. Wooden construclion. Piper Cub wings
PLANS $150, informalion brochure $3.00.
Present builders note new address. Earl
W. Anderson, P. O. Box 422, Raymond, Maine
04071.
TAKEHOME T-18 WING Airway to Highway
in just minules. Information $3.00. Plans
$35.00. Sunderland Aircraft, 5 Griffin, Apal-
achin, N. Y. 13732.
BABY GREAT LAKES Champagne per-
formance on a beer pocketbook! Cutaway
drawing and full reports, $3.00. Complies
with NASAD "AA" quality standards Dealer
for Great Lakes Sport Trainers and parts.
Send $3.00 for special info packet. Barney
Oldfield Aircraft Company, P. O. Box 5974,
Cleveland, Ohio 44101.
PRACTICAL LIGHTPLANE DESIGN AND CON-
STRUCTION FOR THE AMATEUR has
plans for Ihe Fike Model "D" and sells for
just $4.75 plus 35c postage U.S. Fike Model
"E" low aspect ratio STOL airplane plans,
$35 00, airmail $2.00 extra in U.S. Brochures
on both $2.00. W. J. Fike, Box 683, Anchor-
age. Alaska 99510.
Knight Aircraft Drawings for Knight Im-
perial, $95.00, Sunday Knight. $95.00. Info
package $3.00 Vernon W. Payne, Rt. 4,
Box 319M, Escondido, Calif. 92025.
UNUSED plans Turner T-40A plywood two
place tri-gear, $100.00 or trade for Smith
welding outfit. Thomas Plunkett, Box 1054,
Hurst, Texas 76053.
THORP T-18 never used plans plus newslet-
ters, original $125.00, selling for $85.00
pp. Write or call Bill Riddell, 4575 Shades-
view Drive, Pensacola, Florida 32504. 409/
477-8481 evenings.
PAZMANY PL-4 plans, unused, plus newslet-
ters, $60.00. George Heide, 620 E Walnut,
Palmyra. Pennsylvania 17078.
UNUSED PLANS Acro Sport - $45.00; V-
Star, $30.00; Slarlel - $30.00; Acrodusler
Too - $45.00; Mini-Muslang - $75.00. 904/
252-2938.
RV-3 PLANS $50 Complete, never used,
save 1/3. J. Leiker, 317 E. Linda Vista. Al-
hambra, California 91801.
DYKE DELTA JDM Wings fold - lowable al
max speed limit. 4-place airplane that will
pay for itself by hangar rent saved. 4-place,
retraclable gear, cruise 175 on 180 Lye., 5-
view info, sheel, $3.00. Delailed plans
$125.00 Jennie Dyke, 2840 Old Yellow
Springs Road. Fairborn, Ohio 45324.
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, gears and couplings necessary to
install Bendix S6RN Magnetos on Con/air
engine. Ted Baranski, 22 Cardinal Lane,
Waterbury, Connecticut 06708. 203/756-
5331.
WOODY PUSHER in good condilion wanted.
Also information about Pusher kept at
Lafayette Airport, Louisiana in lale sixties.
Rob Gaddy, PSC Box 294, K. I. Sawyer AFB,
Michigan 49843.
T-18 project with plans. Send list of completed
parts and materials. Tom Henthorn, 1718
E. Ash, Enid, Oklahoma 73701.
Plans & Manual for HM-290 by Falconar. A.
Oslerman, 290 S. Fork L.B. Road, Eagle
Point, OR 97524.
Soaring
SOARING magazine comes with SSA Associ-
ate membership, only $12/yr. Or, send $1.50
for sample copy plus literature. Soaring
Sociely of America, Box 66071-X, Los An-
geles, Calif. 90066.
Helicopters
SCHEUTZOW HAWK IT'S REALLY FAST
build an oulslanding helicopter; HAWK 90
or HAWK 140; choose single or two place.
Information package conlains bolh designs;
specs, 3-view drawings, weighl and balance,
and performance dala. Handling charge,
$5.00. SCHEUTZOW HELICOPTER MANUAL
Airfoils, dynamics, power requiremenls,
slruclures, mchanics, lesl procedures,
$17.00. Add $2.00 for foreign poslage. Webb
Scheulzow, 451 Lynn Drive, Berea, OH
44017.
EAA Aeronautical Engineering
Scholarships
Write EAA:
P. O. Box 229
Hales Corners, Wisconsin 53130
 Volunteer Your Help
For Oshkosh Limbach
MOTORENBAU
Distributed USA by WAG-AERO, Inc.
The TURNER T-40 Series all wood
folding wing airplanes
EXPLOSION PROOF T-40 Single Place Plans......... .$ 75.00
T-40A Two Place Plans ...... ....$125.00
Information Packet ..............t 3.00
E L. TURNER
21 Mansfield Or.
Chelmsford, MA 01824

CRASH RESISTANT Limbach

FUEL CELLS
Any Shope or Capacity
Sport. Stunt. Experimental
Aero Tec Labs Inc. Dept 23 Hewson Ave
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1975 WARBIRD CALENDAR
6 beautiful 11 x 14 color in-
AIRCRAFT ENGINES
Choice ol three
horsepowers
flight photos taken at Oshkosh. 64 HP man raling. 58 HP continuous. 3200 rpm
Included are F6F, P-51, FM2, Includes Slick magneto, high temperature har-
ness. SAE-I propeler hub. Bosch aircraft spark
P-38, P-40 and AT-6. plugs. SUomburg carburetor intake mamtoid
with heat exchangers air cooler sending unit tor
Order From oil temperature, fuei pump drive

AIRCRAFT WARBIRDS OF AMERICA

68 HP max 61 HP continuous. 3200 rpm Same
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P. 0. Box 229 75 HP max 66 HP continuous 3200 rpm Same
WELDING OUTFITS accessor-es as above
Hales Corners, Wls. 53130 SPECIAL
Available separately conversion parts starter, al-
Only $2.50 including postage ternator, voltage regulator ring gear kit, ooscn
spark plugs, dual cylinder head kit. o:i cooler kii
and fue' pump kit
For more :nlormat.on and FREE brochures
ADJUSTABLE PITCH PROPELLERS write . . .

WAG-AERO, INC.
Box 181, North Road
LYONS, WISCONSIN 53148

Complete kit as shown includes pre-

cision needle valve regulators, set of
three welding tips, exclusive Flo-Trol
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Smith airline welding torch.
CAT. NO. M-247
COMPLETE FOR A SPECIAL PRICE OF
$128.95 A*>,U
Alm. F 15 OUi
ACCESSORY KIT: 25 Ft. of Hose, Flint Alum. I...K i,,
CKctreJrt V.I
Lighter, All New Soft Safety Goggles Alum. V*f
Pinto
Cat. M-247-100 $21.25 Mutn II
FORD-V8 li.C* In BUICK-V6- Special
Flic..

WAG-AERO FOK REPLICA FIGHTERS

CHAIN DRIVE
And Orhcra CHAIN DRIVE EL GRINGO
Super Sport Take Home
Box 181 - LYONS, WISC 53148
Stalls at 40 tops out at 140
Steel tubing airframe. Easy Home Con-
struction. Quick removable wings. Alumi-
num and steel spars. Adjustable trim and
STEEN SKYBOLT -
- HO INGlNI MOD
lILf 1TAITII IQ
CTtON IIQUIMO
'MO ALL IHGJNti
VW. 1ELT
DRIVES START
seat. New Techniques in Foam-Dynel
Epoxy and Aluminum. Volks Power. Plans,
- lUtlD TMlM YOU IIF FROM JCALI M-ANi O. ., " L .<*!

The Ultimate Biplane!

IUr THlM COMPt
JCALI PLANi Kl
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AS LW * J'99**

R.tfT T '"toll
Photos, Instr. $50.00
C. B. ENTERPRISES
>O* INDIVIDUAL (Tl IIND tJOO KM INFO
* ALL IT1MI UNO M M Ot INFO FACIfT GYRODYMNC SYSTEMS 2022 N. Acoma Hobbs, NM 18240
mo PAOUT raid mrUMOAju _ RIDLANDS. CALIF 92)7]

STREAMLINE FLYING WIRES AND TIE RODS

Plans now available for the 4 aileron
symetncal 2 place aerobatic trainer and
competition bipe. 24' span suitable for 125
hp to 260 hp engine. Extreme ease of con-
struction with excellent drawings. Flight
tested and stressed for unlimited aero-
batic competition. Fuselage and wing Kits
available. Color photo and info, pack,
$200. Drawings, $5000.
New Production Highest Quality
Made to highest standards of workmanship and materials. Fully approved
for all aircraft including Standard Category. These wires are made in
three specifications: American AN, British, Metric, and are available
in both Stainless and Cadmium Plated Carbon Steel. Fork ends available
for all three thread types. We stock wires for: Pitts, Starduster Too,
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and price list.
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STEEN AERO LAB

15623 DeGaulle Cir. Brighton, Colo. 80601 AVITARA CORPORATION
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SPORT AVIATION 89
 TAKE A
STOLP STARDUSTER CORP.
4301 TWINING TERN
RIVERSIDE, CA. 92509 FOR THE BETTER
(714) 686-7943
ZENITH
RYAN ST
All Metal 85-160 HP X17" SPAN
S350

J9
AERONCA
C-3
ACRODUSTER 1
RATE OF ROLL 240 /SEC.
18"SPAN
AWARD WINNER 1973
BROCHURE $5.00 $350
COMPLETE KIT - $4500.00 A safe economical 2 sealer. 26 MPG at
130 cruise on 100 HP, Short field per- NOT SHOWN
former. Professionally designed for min. D.H. TIGER MOTH $3.50
jigs. No air tools required. Building time
1000 hrs. NASAD quality seal for average CURTISS ROBIN $3.50
amateur. Plans $150.00; Info $3.00. Mater- PORTERFIELD
ials, Kits and Parts available. COLLEGIATE $3.00
CHRIS HEINTZ 236 Richmond St. THESE ARE JUST A FEW OF
Richmond Hill Ontario, Canada L4C 3Y8
"TERN AERO" PAPER & STICK
KITS. ALL 17" SPAN OR MORE.
ADD $1.00 POSTAGE & HANDLING.
STARDUSTER TOO COMPLETE "TERN"
PLANS $60.00 CATALOG . . . . . . . . . . . . . . . . . 5Qc
BROCHURE $2.00
ANTIQUE & AEROBATIC
AIRCRAFT PILOTS SEND SOC FOR C A T A L O G SHEETS 8. BRO-
Leather Flying HELMETS CHURES ON ALL PHASES OF MODEL
Ne* mamficture with lightweight B U I L D I N G INCLUDING R A D I O CONTROL.
suede lining. Limhswool ear cush- C H A R G E C A R D S ACCEPTED.
ion, and chin strap. Made from
the finest materials
available . . . . . . . . $23.95
Siies: Sml.-med.-lrg.-exlr|.
Fully Lambswoel lined ... $26.95
Stanton
Hobby Shop Ino.
Suede lined helmet with earphene
adapters
4734 NORTH MILWAUKEE AVENUE
STARLET i n e t a l l e d . . . . . . . . . $27.95
CHICAGO. ILLINOIS 6063O
__ lambswool lined helmet with
PLANS $45.00 earphene adaptors PHONE 3 1 2 / 2 8 3 - 6 4 4 6
BROCHURE $2.00 i n e t a l l t d . . . . . . . . . $30.95
The new 510. The finest geggle
made. Curved Triplet safety
jlass. Soft leather lined mask.
^ilbtweight headband covered
withnylen . . . . . . . . . . . . $18.95
Extra smeked Itne . . . . . . S 7.00
Extra clear lene. . S 5.00
AIRFOILS
Wide vision cerved laminated NOW. FROM EAA
glass. Can be worn ever glasses.
Stnrdy lightweight strap. 513.95
VSTAR pr. Extra smoked lenies S4.00
PLANS $45.00 extra head strap J2.50
B R O C H U R E $2.00 Limited Supply.

Mk9 RAF style goggles, English

made with excellent visibility,
adjustable center piece. $11.50
pr. Extra tinted lenses $4.00
extra headstrap J1.00.

Please write for Free Catalogne.

Styled after the Navy and THEORY OF WING SECTIONS

Army A2 flight jacket. Both
ACRODUSTER TOO feature warm quilted lining By
2-SEATER and knit cuffs and waist Ira H. Abbott
PLANS $60.00 bands. The A2 is made of and
BROCHURE $2.00 fine leather with leather
collar. Navy Style is made Albert E. Von Doenhoff
of fine goatskin with a The best single volume study available
Bi-swing back and fur like on subsonic wing sections. 693 pages
collar. Satisfaction guaran- include theory, airfoil ordinates, etc.
teed! Sizes 36 to 50, brown
only. $5.50
Navy Style ........ $76.95 (Includes hook rate postage)
A2 Style . . . . . . . . . . $69.95 FROM
Sizes 48-50, add $8.00
EAA
Enclose sufficient amount for postage. Box 229
GLENN BEETS SPECIAL HALES CORNERS, WISC. 53130
P L A N S 550.00 California Residents add 6% sales tax.
B R O C H U R E $5.00 Please write for Free Catalogue
LOWEST PRICES ON 4130
STEEL - 2024-T3 AL.
SPRUCE, PLYWOOD, HARDWARE, ETC.
CATALOG $2.00
SPLIT S. AVIATION
15320 Willow Drive
Los Galos. California 95030
AIRFOILS
90 MAY 1975

By
DAVID H. SCOTT, EAA 1004
1346 Connecticut Ave., Suite 915
Washington, D.C. 20036
Now that the EAA International Convention and Fly-In
at Oshkosh has grown to such size and importance it has
frequently been compared to other air shows held in this
country and abroad. This comparison is valid to a certain
extent but it might be well for those of us in the aviation
industry to understand the special contribution to aviation
that the EAA Oshkosh event demonstrates each year.
The biannual Paris Air Show in France and the
Farnborough Exhibition in England are the show places
for air carriers and military aviation. Although the number
of aircraft involved are not nearly so numerous as at
Oshkosh there is greater public attendance. The general
public is invited to come and pay a substantial admission
fee to help support the show. They come as taxpayers to
see what their military forces are buying with their tax
money and to gaze at the airliners which someday may
carry them as paying passengers. The crowds at Paris's
LeBourget Airport run to 2 or 3 million as this famous
field is just on the outskirts of one of the largest cities in
the world. In addition to the static displays there are
several fly-bys each day and international military teams
put on exhibition and precision flying demonstrations.
Farnborough and Paris and lately the Hanover Air Show
in West Germany are fine displays for the big airplane
buffs.
Here at home the Reno Air Races have become the
outstanding event of the year for those interested in
speed competition flying. Comparatively large crowds
are drawn made up of those people who enjoy seeing
high performance aircraft competing in closed course low
altitude contests. The crowd comes for entertainment
and not education.
At Reading, Pennsylvania, each June a splendid air
show is held for business aviation. The number of air-
craft, the number of displays and number of participants
and operations are not nearly as large as at Oshkosh but
those interested in $100,000 and up business airplanes
can see what the industry has to offer. This is a very
important show if you wish to see expensive aircraft and
all the electronic and other accessories that make them
efficient tools for business. Military participation with
precision flying and aerobatic demonstrations by civilian
pilots have been part of the show for many years. They
attract the non-aviation industry people who pay a sub-
stantial fee to see high performance aircraft in action.
What a contrast to all these shows is the annual EAA
event at Oshkosh! For one thing the management of the
show is handled by the regular EAA staff along with a
host of volunteers. This is the only big time aviation show
THE IMPORTANT
AIR SHOWS
that does not have a professional staff working full time
on the arrangements and details. And let it be said that
the smooth running EAA show could never be put on
without the scores of dedicated and hard working visiting
volunteers who cheerfully give their time not only on
convention days but before and after the event to prepare
the grounds and to tidy it up afterwards.
The EAA show attracts for the most part people who
have an active interest or involvement in aviation. No
other show comes anywhere near to matching the number
of people who fly in with their own aircraft. The transient
parking area can hold approximately 3000 airplanes at one
time. It was an impressive sight to see the entire area
filled day after day. Spaces that were vacated by departing
aircraft were soon filled by new arrivals.
Many local residents of Wisconsin, Illinois and sur-
rounding states drive to Oshkosh to see the EAA show.
The parking space for cars will be more than doubled
in size for 1975. But by and large Oshkosh attracts a
greater percentage of aviation enthusiasts than any other
large aviation show in the world. These are people who
will buy airplanes and their accessories for personal use
and recreation as well as occasional business use.
The people that come to Oshkosh each year are pri-
marily interested in seeing airplanes that can be used
for sport and recreation purposes. There was no military
participation at Oshkosh in 1974 and yet the number of
people broke all records. This would indicate that EAA
does not have to have military participation to draw a
crowd. The civilians who flew Warbird aircraft satisfied
most people who were interested in military aviation.
The theme of Oshkosh in 1974 was aviation education
with great emphasis placed upon the "how to" workshops
and talks by prominent designers and builders in aviation.
Aviation education will also be stressed in 1975 with more
workshop activity and many EAA Designees volunteering
to serve as part time instructors. In addition the camping
areas will be enlarged, the number of parking spaces for
classic aircraft approximately doubled and the main exhi-
bition building enlarged so that it will hold 167 booths
62 more than last year.
As a special feature for 1975, Friday, August 1st, will
be designated as "Aviation Greats Day." Some 40
distinguished visitors will be honored for their contribu-
tions to aviation history and development.
Oshkosh in 1975 will again be the world's largest
aviation exhibition and will attract the enthusiastic partici-
pants in sport and recreational aviation.
.VAV